Cutty Sark
Cutty Sark seen from the north-east
| |
History | |
---|---|
United Kingdom | |
Name | Cutty Sark (1869–1895) |
Namesake | Cutty-sark |
Owner | John "Jock" Willis (1869–1895) |
Ordered | 1 February 1869 |
Builder |
|
Cost | £16,150[2]: 196 |
Laid down | 1869 |
Launched | 22 November 1869 |
Sponsored by | Mrs. George Moodie |
In service | 16 February 1870 |
Homeport | London |
Identification | UK Official Number: 63557[1] |
Motto | "When there's a Willis a way" |
Fate | Sold |
Portugal | |
Name | Ferreira |
Namesake | Joaquim Antunes Ferreira |
Owner | Joaquim Antunes Ferreira & Co. (1895–1922) |
Acquired | 22 July 1892 |
Homeport | Lisbon, Portugal |
Nickname(s) | Pequena Camisola ("Little shirt") |
Fate | Sold 1922 |
Portugal | |
Name | Maria do Amparo |
Namesake | Mary, Refuge of Sinners |
Owner | Companhia Nacional de Navegação |
Acquired | 1922 |
Homeport | Lisbon, Portugal |
Fate | Sold 1922 |
United Kingdom | |
Name | Cutty Sark |
Owner | Wilfred Dowman |
Acquired | 1922 |
Homeport | Falmouth, Cornwall |
Fate | Sold 1938 |
United Kingdom | |
Name | Cutty Sark |
Owner | Thames Nautical Training College |
Acquired | 1938 |
Homeport | Greenhithe, Kent |
Fate | Sold 1953 |
United Kingdom | |
Name | Cutty Sark |
Owner | Cutty Sark Preservation Society |
Acquired | 1953 |
Out of service | Became museum December 1954 |
Status | Museum ship |
General characteristics | |
Class and type | Clipper |
Tonnage | |
Displacement | 2,100 tons (2,133.7 tonnes) at 20 ft (6.1 m) draught[3] |
Length | |
Beam | 36 ft (10.97 m)[4] |
Depth of hold | 21 ft (6.40 m)[4] |
Propulsion | 32,000 sq ft (3,000 m2) sail (3,000 hp) |
Sail plan |
|
Speed | 17.5 knots (32.4 km/h) maximum achieved[2]: 196 |
Complement | 28–35 |
Cutty Sark is a British
After the
Cutty Sark is listed by
The ship has been damaged by fire twice in recent years, first on 21 May 2007 while undergoing conservation. She was restored and was reopened to the public on 25 April 2012.
On 19 October 2014 she was damaged in a smaller fire.[8]
Cutty Sark whisky derives its name from the ship. An image of the clipper appears on the label, and the maker formerly sponsored the Cutty Sark Tall Ships Race. The ship also inspired the name of the Saunders Roe Cutty Sark flying boat.
Construction
Cutty Sark was ordered by ship-owner John Willis, who operated a shipping company founded by his father. The company had several ships in the tea trade from China to Britain. Speed was an advantage to vessels carrying a high-value, seasonal product, such as tea. Faster ships could obtain higher rates of freight (the price paid to transport the cargo), and tea merchants would use the names of fast-sailing ships that had carried their products in their advertising.[2]: 13 Cutty Sark was ordered during a boom in building tea clippers in the period 1865–1869—something that was attributed to a substantial reduction in the import duties for tea.[9]: introduction In 1868 the brand-new Aberdeen-built clipper, Thermopylae, set a record time of 61 days port to port on her maiden voyage from London to Melbourne and it was this design that Willis set out to better.[10]
It is uncertain how the hull shape for Cutty Sark was chosen. Willis chose
Willis considered that The Tweed's
A contract for Cutty Sark's construction was signed on 1 February 1869 with the firm of
Work on the ship was suspended when Scott and Linton ran out of money to continue. Rather than simply liquidate the company, an arrangement was made for Denny's to take over the contract and complete the ship, which was finally launched on 22 November 1869 by Captain Moodie's wife. The ship was moved to Denny's yard to have her masts fitted, and then on 20 December towed downriver to Greenock to have her running rigging installed. In the event, completing the ship meant the company's creditors were owed even more money than when work had first been halted.[15]
Cutty Sark has a registered length of 212.5 feet (64.77 m), with a depth of hold of 21 feet (6.40 m) and a net tonnage of 921. The hull is one of the sharpest of all the tea clippers: she has a coefficient of under deck tonnage
Broadly, the parts of the ship visible above the waterline were constructed from East India
The diagonally-braced iron frame made for a strong, rigid ship;
Performance
She was built for me. I superintended the building and fitting of her, and I never sailed a finer ship. At ten or twelve knots she did not disturb the water at all. Although she was a very sharp ship, just like a yacht, her spread of canvas was enormous, ... She was the fastest ship of her day, a grand ship, a ship that will last forever.
—Captain George Moodie[23]
One day we sighted a vessel, a mere speck on the horizon, astern of us, and the way she came into view it was evident she was travelling much faster than ourselves. 'Bringing the wind up with her' was remarked on board, and that seemed the only feasible conclusion to arrive at and account for the manner in which she overhauled us. In a few hours she was alongside us, and proved to be the famous British clipper Cutty Sark, one of the fastest ships afloat. She passed us going two feet to our one, and in a short time was hull down ahead of us.
—Wool clipper crewman, 1879[24]
The maximum logged speed for Cutty Sark was 17.5 knots (32.4 km/h; 20.1 mph). Her greatest recorded distance in noon to noon sights was 363 nautical miles (672 km; 418 mi) averaging 15 knots (28 km/h; 17 mph), although she recorded 2,164 nautical miles (4,008 km; 2,490 mi)[25] in six days, which given the weather over the whole period implied she had achieved over 370 nmi (690 km; 430 mi) some days.[26] By comparison, Thermopylae's best recorded 24-hour distance was 358 nmi (663 km; 412 mi). On another occasion she recorded 3,457 nmi (6,402 km; 3,978 mi) in 11 days.[23] Cutty Sark was considered to have the edge in a heavier wind, and Thermopylae in a lighter wind.[13]: 155–157
Name
The ship was named after
History
First tea seasons
Cutty Sark was destined for the tea trade, a seasonal trade of a high value cargo from China to London. Though the "premium" or bonus paid to the ship that arrived with the first tea of the year was abandoned after the Great Tea Race of 1866, faster ships could usually obtain a higher price for transporting their cargoes than others.[2] Her first roundtrip voyage under captain George Moodie began 16 February 1870 from London with a cargo of wine, spirits and beer bound for Shanghai. The return journey, carrying 1,305,812 pounds (592,306 kg) of tea from Shanghai, began 25 June, arriving 13 October in London via the Cape of Good Hope.
Cutty Sark sailed in eight "tea seasons", from London to China and back.[2]: 237–242
Year | From | To | Days |
---|---|---|---|
1870 | Shanghai | Beachy Head | 109 |
1871 | Shanghai | North Foreland | 107 |
1872 | Shanghai | Portland | 120 |
1873 | Shanghai | Deal | 116 |
1874 | Woosung | Deal | 118 |
1875 | Woosung | Deal | 122 |
1876 | Woosung | Start | 108 |
1877 | Woosung | Scilly | 122 |
Competition from steamers
Cutty Sark's launch coincided with the opening of the Suez Canal to shipping in 1869. Her first trip encountered significant competition with steamships. The route from the Far East to London (and many other European ports) through the Suez Canal was shorter by about 3,300 nautical miles (6,100 km; 3,800 mi), compared to sailing round the Cape of Good Hope.[32] The route round Africa is in excess of 14,000 nmi (26,000 km; 16,000 mi). Typically a clipper might log significantly more than that by planning her route for favourable winds. Whilst it was possible for a sailing vessel to take a tug through the canal, this was difficult and expensive. Furthermore, sailing conditions in the northern Red Sea were unsuited to the design of a tea clipper,[33] so they still had to sail around Africa. The ability of a steamer to make, for example, 15 knots (28 km/h; 17 mph) continuously, versus the fastest clipper voyage averaging under 6.5 knots (12.0 km/h; 7.5 mph) over a longer distance, gave steamships not only a more predictable voyage time, but a substantially quicker one.[d]
Less obviously, steamship design had taken a large step forward in 1866 with Agamemnon, using higher boiler pressure and a compound engine, so obtaining a large improvement in fuel efficiency. Ships of this type could compete with clippers before the Suez Canal opened.[33]
When the tea clippers arrived in China in 1870, they found a big increase in the number of steamers, which were in high demand. The rate of freight to London that was given to steamers was nearly twice that paid to the sailing ships. Additionally, the insurance premium for a cargo of tea in a steamer was substantially less than for a sailing vessel. So successful were the steamers using the Suez Canal that, in 1871, 45 were built in Clyde shipyards alone for Far Eastern trade.[2]: 209
The numbers of tea clippers sailing to China each year steadily reduced, with many ships being sold and moving to general cargo work. Costs were kept to a minimum and rigs were often reduced to barque so that a smaller crew was needed.
Thermopylae
Cutty Sark's
A little east of the longitude of the Cape we were favoured by a great fair wind blow, that tested all the resources of ship and crew. At the first spurt, heavy squalls came up from S.W., that threatened to take toll of our masts, but later it steadied down to a hurricane straight from the west.
Captain Wallace was sure in his element now. It was 'Stand by!' the whole time, not knowing whether the sticks would go, but the splendid rigging and equipment of sails in the Cutty Sark stood the strain. We lost two brand new topgallant sails and one lower fore topsail.
A tremendous sea was running and needs must we carry on or be pooped. The partial becalming of the lower sails by the stern seas was a great danger, as they filled again with a bang that threatened to burst them into tatters. It was some trick rebending sails. I had a time on the fore topsail yard for two hours. The ship took a green sea over the stern, and it appeared as if there were just three sticks set in the ocean, as it swept the length of the deck.
—A crew member writing of life on board[35]: 9
Later tea seasons
Moore remained captain only for one round trip to China, taking 117 days for the return trip. This was 14 days longer than Thermopylae and 27 days longer than achieved by the iron ship
In December 1877 the ship sailed from London to Sydney, where she took on coal for Shanghai, arriving there in April. However, the ship was unable to find any cargo of tea for a return trip to London—the days of the tea race were over. The master, Captain Tiptaft, died in October while still in Shanghai and was replaced by the first mate, James Wallace. The ship now had to take different cargoes around the world, including coal, jute, castor oil and tea to Australia.
In 1880 yards were shortened and the
Wool trade
In December 1883, Cutty Sark departed Newcastle, New South Wales with 4,289 bales of wool and 12 casks of tallow, arriving in London in just 83 days. This was 25 days faster than her nearest rival that year and heralded the start of a new career taking Australian wool to Britain in time for the January wool sales.
From 1885 to 1893, Cutty Sark was run between England and New South Wales under the agency of the Sydney-based Dangar, Gedye & Co.[36] In 1885 Richard Woodget was appointed captain on a salary of £186 per year (£23,729.80 in 2019 when adjusted for inflation) and continued to improve on the fastest trip record, achieving 77 days on his first outward trip and 73 days returning to Britain from Australia. He achieved this by taking a more southerly route than previously, to catch the strongest winds in the Roaring Forties despite having to face icebergs, gales and storms whipped up by the winds he sought. Cutty Sark was the fastest ship on the wool trade for ten years. In July 1889 the log of the modern passenger steamship SS Britannia recorded that when steaming at 15 to 16 knots she was overtaken in the night by a sailing ship doing 17 knots, which proved to be Cutty Sark.
Year | From | To | Days |
---|---|---|---|
1883–84 | Newcastle, NSW | Deal | 82 |
1884–85 | Newcastle, NSW | Dock | 80 |
1885 | Sydney | Downs | 73 (67 to Ushant) |
1887 | Sydney | Lizard | 70 |
1887–88 | Newcastle, NSW | Lizard | 69 |
1888–89 | Sydney | London | 86 |
1889–90 | Sydney | London | 75 |
1890–91 | Sydney | London | 93 |
1891–92 | Sydney | Lizard | 83 |
1893 | Sydney | Antwerp | 98 (90 to Bishop's Rock) |
1893–94 | Sydney | Hull | 93 (87 to Scilly) |
1894–95 | Brisbane | London | 84 |
As Ferreira
Eventually steamships began to dominate the wool trade too and it ceased to be profitable for a sailing ship. In 1895 Jock Willis sold Cutty Sark to the Portuguese firm Joaquim Antunes Ferreira for £1,250.[37] She was renamed Ferreira after the firm.[37] Her crews referred to her as Pequena Camisola (little shirt, a straight translation of the Scots cutty sark).[38]
The ship traded various cargoes between Portugal, Rio de Janeiro, New Orleans, Mozambique, Angola, and Britain. In May 1916 she was dismasted off the Cape of Good Hope because of the rolling of the ship in bad weather and had to be towed into Table Bay off Cape Town. Because of World War I, it was impossible to obtain suitable materials to replace the masts so she was re-rigged over 18 months to a barquentine sail arrangement.
In 1922 Ferreira was the last clipper operating anywhere in the world. Caught in a storm in the English Channel she put into Falmouth harbour where she was spotted by retired merchant navy captain Wilfred Dowman of Flushing, Cornwall, who was then operating the training ship Lady of Avenel. The ship returned to Lisbon, where she was sold to new owners and renamed Maria do Amparo (Mary of the Refuge, a name associated with the devotion of Our Lady of the Refuge; in Portuguese, "Nossa Senhora do Amparo").
As cadet training ship
Dowman persevered in his determination to buy the ship, which he did for £3,750 and she was returned to Falmouth harbour. The purchase was made with the support of Dowman's wife, artist Catharine Dowman (née Courtauld),[39] heiress daughter of Sydney Courtauld, crepe and silk manufacturer.
The rigging was restored to an approximation of the original arrangement and the ship was used as a cadet training ship. In 1924 she was used as committee boat for the regatta week in Fowey during that years regatta week as recalled to me by Mr. Arthur (Toby) West. As a historic survivor, the ship was opened to the public and visitors would be rowed out to inspect her. Dowman died in 1936 and the ship was given by Catharine Dowman, his widow, along with £5,000 for maintenance, to the Incorporated Thames Nautical Training College,
At Greenhithe Cutty Sark acted as an auxiliary vessel to
Museum ship
In 1953 Cutty Sark was given to the Cutty Sark Preservation Society[40] and in 1954 she was moved to a custom-built dry dock at Greenwich.[43] She was stripped of upper masts, yards, deck-houses and ballast to lighten her before being towed from the East India Import Dock to the special dry dock at Greenwich. The skipper on this occasion was 83-year-old Captain C.E. Irving, who had sailed the world three times in her before he was 17. The river pilot was Ernest Coe. Thereafter the entrance tunnel to the dry dock was filled in, the river wall rebuilt and the work of re-rigging began. The foundation stone of the dry dock was laid by The Duke of Edinburgh, patron of the Cutty Sark Preservation Society, in June 1953. The restoration, re-rigging and preparation for public exhibition was estimated to cost £250,000.[44]
Cutty Sark was preserved as a
The ship is in the care of the Cutty Sark Trust, whose president, the then
Conservation and fire
By the early 2000s, there were serious concerns about corrosion of the iron internal structure, and the hull was also becoming distorted because more weight was being carried on the keel than if the ship was afloat, when it would be evenly supported over the whole area below the waterline. An extensive conservation project was planned to overcome this, including repair and anti-corrosion painting of the framework and the addition of some additional steel ribs to add strength, and a new method of supporting the ship.
On the morning of 21 May 2007, Cutty Sark, which had been closed and partly dismantled for conservation work, caught fire, and burned for several hours before the London Fire Brigade could bring the fire under control. Initial reports indicated that the damage was extensive, with most of the wooden structure in the centre having been lost.[46]
In an interview the next day, Richard Doughty, the chief executive of the Cutty Sark Trust, revealed that at least half of the "fabric" (timbers, etc.) of the ship had not been on site as it had been removed during the preservation work. Doughty stated that the trust was most worried about the state of iron framework to which the fabric was attached.[46] He did not know how much more the ship would cost to restore, but estimated it at an additional £5–10 million, bringing the total cost of the ship's restoration to £30–35 million.[47]
In initial investigations, the possibility was covered that the fire might have been started deliberately.[48] The fire was later found to have most likely been caused by an industrial vacuum cleaner which had been left running over the weekend,[49] compounded by the absence of the overnight fire watchers.[50]
In a second incident on the morning of 19 October 2014, another fire broke out on the deck of the Cutty Sark. A small part of deck three and the hull timbers were damaged in the blaze. The London Fire Brigade managed to contain the blaze within an hour and she was reopened to the public shortly after.[8]
Damage
Aerial video footage showed extensive damage, but seemed to indicate that the ship had not been destroyed in her entirety by the 2007 fire. A fire officer present at the scene said in a BBC interview that when they arrived, there had been "a well-developed fire throughout the ship". The bow section looked to be relatively unscathed and the stern also appeared to have survived without major damage; the fire seemed to have been concentrated in the centre of the ship. The chairman of Cutty Sark Enterprises said after inspecting the site: "The decks are unsalvageable but around 50% of the planking had already been removed; however, the damage is not as bad as originally expected."[citation needed]
As part of the restoration work planned before the fire, it was proposed that the ship be raised 3 metres (10 ft), to allow the construction of a state-of-the-art museum space beneath. This would allow visitors to view her from below.[51]
There was criticism of the policies of the Cutty Sark Trust and its stance that the most important thing was to preserve as much as possible of the original fabric. Proponents of making her fit to go to sea advocated that the fire repairs be done in such a manner to enable her to do so.[52]
However, the state of the timbers, especially the keel,[53] and the fact that a hole had been cut through the hull in the 1950s for an access door, made this difficult. The Cutty Sark Trust said that less than five percent of the original fabric was lost in the fire, as the decks which were destroyed were additions not present at the original building.
The restoration work was criticised by The Victorian Society saying that the needs of the corporate hospitality market were put ahead of the preservation of the historic fabric of the ship.[54] Building Design magazine awarded the project its Carbuncle Cup for the worst new building completed in 2012 saying "The scheme's myriad failings stem from one calamitous choice: the decision to hoick the 144-year-old clipper close to three metres into the air on canted steel props."[55]
Fundraising
The design for the renovation project by Grimshaw architects with, during design development stage, newly established Youmeheshe architects and Buro Happold engineers involved raising the ship out of her dry berth using a Kevlar web, allowing visitors to pass under the hull to view it. Unfortunately it was discovered that the proposed web would not follow the reverse curves of the ship's hull which would effectively mask the hull's shape from view. An alternate design for the support of the ship had to be developed; this involved installing a deep steel belt around the hull tied by diagonal steel members passing through the hold to a new steel-reinforced keel. Horizontal tubular steel struts passing through the hold brace the diagonals apart while many of the corroded original hull frames have been doubled.
A new steelwork lower deck of contemporary design incorporating an amphitheatre feature was installed in the main hold while a glass-encased lift installed within the ship terminates in a new steel-and-glass housing structure on the weather deck. A second new steel-and-glass box has been installed above the forehold to enclose a new staircase. Access to the ship is through a new opening cut through the hull below the waterline in the ship's starboard quarter. The new access hole has required the addition of new steel framing. Visitors arriving on board the ship now do so via this entrance, which leads to the lower hold. Maldwin Drummond, Chairman of the Cutty Sark Trust, has explained in Classic Boat magazine's September 2010 issue the need to retain the spirit of the ship and he quotes the ideal that "The visitor should see the ship as though for some unexplained reason the crew had gone ashore". Doubts over the wisdom of Grimshaw's proposals have been raised by many ship conservationists including the Cutty Sark Trust's own engineer Peter Mason.[56]
The project was costed at £25 million when it commenced in 2006 with £11.75 million of this total being provided by a grant from the Heritage Lottery Fund.[57]
Oscar-winning film producer Jerry Bruckheimer aided in the repair and restoration of Cutty Sark. A collection of photos taken by Bruckheimer went on display in London in November 2007 to help raise money for the Cutty Sark Conservation Project. The exhibition featured more than thirty pictures taken on set during the filming of Pirates of the Caribbean: At World's End.[58]
In January 2008, the
In February 2010, The Daily Telegraph reported the project cost had risen to £46 million with public money now being made available by London Borough of Greenwich to fill the funding gap.[60]
Investigation conclusion
On 30 September 2008, the
Physical evidence and CCTV footage of the fire showed that it probably started towards the stern of the ship on the lower deck. All electrical equipment on board was examined and it was determined that an industrial vacuum cleaner in this area was normally running continuously to suck up dust and particles from work going on to break up concrete within the ship. No one working on the ship had responsibility to ensure all equipment was turned off at the end of each day, and no one recalled switching off the equipment on the Friday in question. The vacuum cleaner has three motors inside and after the fire one was found to be burned out in a manner which suggested it had failed while operating. This was not conclusive evidence, however, because the motor might previously have failed in service without causing a fire, and gone unnoticed because the other two motors had continued to function. Tests on similar cleaners showed they had no thermal cutout devices and while they could run safely indefinitely if filters inside were clear, if the airflow through the cleaner was blocked then it would eventually overheat and could catch fire. This might occur if the cleaner were full of dust and debris. The cleaner had failed previously and two motors had been replaced.
On the basis of witness evidence, the joint investigation team considered it unlikely that the fire was caused by the hot work (welding) that was being carried out as part of the renovation or by carelessly discarded smokers' materials. No one had visited this part of the ship since work stopped on Friday evening, and it was considered unlikely that a fire could have smouldered all weekend before finally breaking out Monday morning. However, it was discovered that although all hot work was supposed to be recorded and someone was supposed to check afterwards to ensure of no fires, there was no record that such checks had ever been made, and on at least one occasion hot work had been conducted with no records made.
The ship was patrolled by two security guards, both of whom were supposed to patrol independently at least once an hour, or once every two hours later in the night, one being primarily responsible for the visitor pavilion and one for the dock. The guards were required to keep a log of their patrols, but after the fire the relevant page was found to be missing from the book. It was later found, already filled in reporting uneventful patrols of the site up to 7 am when the guards would have gone off duty. The alarm was raised when one of the guards called the fire brigade; before this the two reported that they had smelled burning plastic and had been investigating to try to determine its source.
A carpenter had visited the site on Sunday to collect some tools, but after 20 minutes attempting to contact a security guard to let him in, had climbed the fence, collected his tools and climbed out again. The carpenter reported that he had heard machinery operating towards the stern of the ship, but it was not clear whether this might have been the site diesel generator which ran at all times.
The ship was fitted with a temporary fire alarm system but it was unclear whether this had operated. A separate alarm within the pavilion did sound when smoke and heat reached that area, but the guards reported no ringing alarm before the fire was seen. Investigation afterwards discovered a faulty relay in the alarm panel which failed to switch power to the siren circuits when an alarm was triggered. However, the panel also contained a failed fuse in one siren circuit which suggested that the siren had activated but the fire shorted it out, and this might have also caused the relay to fail. The failed relay would have shut off power to the second siren circuit. Statements from workers suggested that weekly tests of the alarm system had not been carried out.
Mast specifications
The original mast specifications as laid down by the ship's designer still exist and are listed below as "tea rig". This arrangement was used during the ship's time on the tea trade route, where it was necessary to maximise the area of sail to get the greatest possible propulsion when the ship might be becalmed in the doldrums. For the route to Australia it was not necessary to carry such a large area of sail and the masts and yards were reduced. The tradewinds required great strength in masts, but the wind could best be captured by relatively small, high sails. A smaller rig also represented a saving in maintenance costs. Each of the three masts (fore, main and mizzen) is in three overlapping sections.
Tea rig[62] | Sydney[63] | |
---|---|---|
Foretop | 18.8 | 16.5 |
Topgallant | 29.8 | 24.3 |
Royal | 39.6 | 35.4 |
Maintop | 19.8 | 16.9 |
Topgallant | 31.9 | 22.8 |
Royal | 36.3 | |
Skysail | 44.5 | |
Mizzentop | 17.0 | 14.8 |
Topgallant | 25.7 | 22.8 |
Royal | 33.2 | 31.7 |
Tea rig | Sydney | |
---|---|---|
Fore course | 23.8 | 21.0 |
Lowertopsail | 20.7 | 16.8 |
Uppertopsail | 19.5 | 14.6 |
Topgallant | 14.6 | 11.5 |
Royal | 11.6 | 9.4 |
Main course | 23.8 | 21.6 |
Lowertopsail | 20.7 | 18.5 |
Uppertopsail | 19.5 | 16.8 |
Topgallant | 14.6 | 14.2 |
Royal | 11.6 | 10.4 |
Skysail | 10.4 | |
Mizzen course | 18.3 | 17.4 |
Lowertopsail | 16.5 | 14.9 |
Uppertopsail | 14.6 | 13.4 |
Topgallant | 11.9 | 11.0 |
Royal | 10.1 | 8.2 |
Spanker | 15.8 | 14.1 |
See also
- William Pile
- Cutty Sark (short story)
- Falls of Clyde (ship)
- List of clipper ships
- List of large sailing vessels
- List of ships built by William Denny and Brothers
- List of tall ships
- Star of India
- The Cowboy Captain of the Cutty Sark
- Gipsy Moth IV
Notes
- prismatic coefficient, the lower the number, the sharper the hull.
- ^ The prismatic coefficient for clippers studied by Chapelle can be seen in his book The Search for Speed Under Sail. The prismatic coefficient for some of the more famous US-built ships are:
- Challenge (1851): 0.60, the most extreme clipper by builder William H. Webb
- Witch of the Wave (1851): 0.66, an ordinary clipper but with speed records from China to London
- Lightning (1854): 0.61, an extreme clipper built by Donald McKay—an example of the larger-sized US-built clippers.[16]
- ^ An alternative prismatic coefficient calculation for Cutty Sark is given as 0.627 based on a survey of the ship afloat in 1937.[3]: 185
- ^ For this arithmetic, the speed of a steamer is that of SS Agamemnon. The "fastest clipper voyage" is that of Ariel in 1865. Ariel's log for that voyage shows about 15,800 nmi (29,300 km; 18,200 mi) for the voyage, which took 99 days.[13]: 269–285
References
- ^ "Lloyd's Register, Navires a Voiles" (PDF). Plimsoll Ship Data. Archived from the original (PDF) on 20 March 2009. Retrieved 13 March 2009.
- ^ ISBN 978-0870218842.
- ^ .
- ^ a b c Lloyd's Register of Shipping, 1870. Wyman & Sons. 1870. Retrieved 3 December 2014.
- ^ "1883–95 The Australian Wool Years". 9 October 2015.
- ^ "Cutty Sark: Queen reopens Greenwich tea clipper". BBC News. 25 April 2012.
- ^ "Her Majesty The Queen reopens Cutty Sark | The National Lottery Heritage Fund". heritagefund.org.uk. 11 May 2012. Retrieved 18 December 2021.
- ^ a b "Cutty Sark damaged in fire on deck". BBC News. 19 October 2014. Retrieved 26 October 2014.
- ISBN 085177699X.
- ISBN 978-0198606161.
- ^ Lubbock, Basil (1945). The Log of the Cutty Sark (second ed.). Glasgow: Brown, Son and Ferguson.
- ^ Villiers pp. 17–19
- ^ ISBN 0851741096.
- ^ Brettle
- ISBN 1850442754.
- ^ a b Chapelle, Howard I. (1967). The Search for Speed Under Sail, 1700–1855. Bonanza Books.
- S2CID 225128699.
- ^ S2CID 163769315.
- ^ a b "Cutty Sark" (PDF). Royal Museums Greenwich. Archived from the original (PDF) on 16 January 2021. Retrieved 21 January 2020.
- ^ a b c "Touch Cutty Sark's copper hull". Royal Museums Greenwich: UNESCO World Heritage Site In London. 21 September 2015.
- ^ Tuomi, Roger L.; Gromala, David S. (1977). Racking Strength of Walls: Let-in Corner Bracing, Sheet Materials, and Effect of Loading Rate (PDF) (Report). USDA Forest Service Research Paper.[permanent dead link]
- ^ "Marine fouling and its prevention". Bureau of Ships, Navy Department, Woods Hole Oceanographic Institution, United States, 1952.
- ^ a b Carr 1964, p. 4.
- ^ Lubbock, Basil, China Clippers, pp. 295–296, account of a fast wool clipper crewman First published 1903 Charles Protheroe "Life in the Mercantile Marine" page 45.
- ^ Carr, Frank G G, CBE, MA (December 1964) [December 1954], Cutty Sark, last of the clippers, The "Cutty Sark" Society, p. 4 – via reprinted from Yachting World
{{citation}}
: CS1 maint: multiple names: authors list (link) - ^ Lubbock, Basil, Cutty Sark, p. 9
- ^ The Cutty Sark's figurehead Archived 20 January 2016 at the Wayback Machine at Seawitchartist.com
- ^ "Cutty, Cuttie". Dictionary of the Scots Language. at 4. Archived from the original on 26 September 2007. Retrieved 21 May 2007.
(8) cutty(-ie) sark, a short chemise or undergarment
- ^ Lubbock, pp. 32–34[clarification needed]
- ^ Lubbock, Basil, Blackwall Frigates, p. 229
- ^ a b c d e Carr 1964, p. 5.
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- ^ ISBN 0-85177-563-2.
- ^ "The tea clipper Thermopylae". National Maritime Museum.
- ^ Basil Lubbock (1924). The Log of the Cutty Sark. James Brown & Son.
- ^ Fraser, A.D. (1938). THIS CENTURY OF OURS - Being an Account of the Origin and History during One Hundred Years of the House of Dangar, Gedye and Malloch Ltd, of Sydney. Sydney: Hallstead Press Pty Limited. pp. 100–110.
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- ^ "Cutty Sark". BYM News & Magazine. 24 January 2005. Retrieved 21 May 2007.
- ^ Catharine Dowman and the preservation of Cutty Sark Archived 21 December 2019 at the Wayback Machine 06 March 2018, rmg.co.uk, Retrieved 16 April 2019
- ^ a b Carr 1964, p. 6.
- The Daily Mirror– via Hands on Illustrations.
- ^ Thurlow, Colin. "The Cutty Sark". HMS Worcester & Merchant Navy. Retrieved 27 April 2011.
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- ^ "Figureheads". Royal Museums Greenwich. Archived from the original on 4 July 2012. Retrieved 20 May 2012.
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- ^ "Blaze ravages historic Cutty Sark - A fire which swept through the famous 19th Century ship Cutty Sark may have been started deliberately, police say". BBC News. 21 May 2007. Retrieved 17 April 2019.
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- ^ a b Davenport, Justin (30 September 2008). "Vacuum cleaner caused £10m Cutty Sark fire as guard slept". Evening Standard.
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- ^ Davies, Wyn. "The Cutty Sark, The Trials and Tribulations of a Restoration Project". Historic Naval Ships Association. Archived from the original on 10 September 2009.
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- ^ "Press & Publicity > 23 Nov 2007 Cutty Sark's Hollywood photo exhibition". Cutty Sark. Archived from the original on 24 July 2009. Retrieved 29 October 2009.
- London Evening Standard. Archived from the originalon 5 May 2013.
- ^ Blake, Heidi (5 February 2010). "Cutty Sark to be restored in time for London 2012 Olympics after devastating blaze". The Daily Telegraph. London. Archived from the original on 10 October 2010.
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Bibliography
- Lubbock, Basil (1924). The Log of the Cutty Sark. Glasgow, Scotland: James Brown and Son.
- Brettle, Robert E. (1969). The Cutty Sark, Her Designer and Builder, Hercules Linton, 1836–1900. Cambridge, England: W. Heffer & Sons.
- Villiers, Alan (1953). The Cutty Sark – Last of a Glorious Era. Hodder & Stoughton. p. 96.
External links
- Official site
- Historic England. "Details from listed building database (1079013)". National Heritage List for England.
- MaritimeQuest Cutty Sark Pages
- HNSA Web Page: Cutty Sark Archived 4 October 2015 at the Wayback Machine
- Belarusian memorial coins with Cutty Sark on reverse side
- Views of the restoration, including frame Archived 12 April 2022 at the Wayback Machine