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{{Infobox ship career
| Hide header =
| Ship country =
| Ship flag = {{shipboxflag|UK|civil}}
| Ship name = ''Cutty Sark'' (1869–1895)
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| Ship route =
| Ship ordered = 1 February 1869
| Ship builder =
| Ship original cost = £16,150{{r|MacGregor 1983|p=196}}
| Ship yard number =
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{{Infobox ship career
| Hide header = title
| Ship country =
| Ship flag = {{shipboxflag|Portugal|civil}} {{shipboxflag|Portugal}}
| Ship name = ''Ferreira''
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| Ship acquired = 22 July 1892
| Ship fate = Sold 1922
| Ship homeport = [[Lisbon]],
| Ship nickname = {{lang|pt|Pequena Camisola}} ("Little shirt")
}}
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| Ship acquired = 1922
| Ship fate = Sold 1922
| Ship homeport = [[Lisbon]],
| Ship nickname =
}}
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'''''Cutty Sark''''' is a British [[clipper]] ship. Built on the [[River Leven, Dunbartonshire|River Leven]], Dumbarton, Scotland in 1869 for the [[Jock Willis Shipping Line]], she was one of the last [[tea clipper]]s to be built and one of the fastest, at the end of a long period of design development for this type of vessel, which ended as steamships took over their routes. She was named after the short shirt of the fictional witch in [[Robert Burns]]' poem [[Tam o' Shanter (poem)|''Tam o' Shanter'']], first published in 1791.
After the [[SS Agamemnon (1865)|big improvement]] in the [[fuel efficiency]] of steamships in 1866, the opening of the [[Suez Canal]] in 1869 gave them a shorter route to
''Cutty Sark'' is listed by [[National Historic Ships]] as part of the [[National Historic Fleet]] (the nautical equivalent of a [[Grade 1 Listed Building]]). She is one of only three remaining
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.<ref>{{cite news|title=Cutty Sark: Queen reopens Greenwich tea clipper|url=https://www.bbc.co.uk/news/uk-england-london-17835225|work=[[BBC News]]|date=25 April 2012}}</ref> Funders for the Cutty Sark conservation project include: the [[National Lottery Heritage Fund|Heritage Lottery Fund]], the House of Commons [[Digital, Culture, Media and Sport Committee]], [[Sammy Ofer]] Foundation, Greenwich Council, [[Greater London Authority]], [[Stavros Niarchos Foundation|The Stavros Niarchos Foundation]], [[Berry Bros. & Rudd|Berry Brothers & Rudd]], Michael Edwards and [[Alisher Usmanov]].<ref>{{Cite web|date=2012-05-11|title=Her Majesty The Queen reopens Cutty Sark {{!}} The National Lottery Heritage Fund|url=https://www.heritagefund.org.uk/news/her-majesty-queen-reopens-cutty-sark|access-date=2021-12-18|website=heritagefund.org.uk|language=en}}</ref>
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==Construction==
[[File:Cutty Sark (ship, 1869) - SLV H91.250-164.jpg|thumb|left|''Cutty Sark'' photographed at sea by Captain Woodget using a camera balanced on two of the ship's boats lashed together]]
''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.{{r|MacGregor 1983|p=13}} ''Cutty Sark'' was ordered during a boom in building tea clippers in the period
It is uncertain how the hull shape for ''Cutty Sark'' was chosen. Willis chose [[Hercules Linton]] to design and build the ship but Willis already possessed another ship, ''[[Punjaub (ship)|The Tweed]]'', which he considered to have exceptional performance. ''The Tweed'' (originally ''Punjaub'') was a [[frigate]] designed by Oliver Lang based on the lines of an old French frigate, built in [[Bombay]] for the [[East India Company]] as a combination sail/paddle steamer. She and a sister ship were purchased by Willis, who promptly sold the second ship plus engines from ''The Tweed'' for more than he paid for both. ''The Tweed'' was then lengthened and operated as a fast sailing vessel, but was considered too big for the tea runs. Willis also commissioned two all-iron clippers with designs based upon ''The Tweed'', [[Hallowe'en (clipper)|''Hallowe'en'']] and [[Blackadder (clipper)|''Blackadder'']]. Linton was taken to view ''The Tweed'' in [[dry dock]].
Willis considered that ''The Tweed''{{'}}s [[bow (ship)|bow]] shape was responsible for its notable performance, and this form seems to have been adopted for ''Cutty Sark''. Linton, however, felt that the [[stern]] was too [[barrel]] shaped and so gave ''Cutty Sark'' a squarer stern with less [[tumblehome]]. The broader stern increased the buoyancy of the ship's stern, making it lift more in heavy seas so it was less likely that waves would break over the stern, and over the helmsman at the wheel.<ref name="Lubbock 1945">{{cite book |last=Lubbock |first=Basil |title=The Log of the Cutty Sark |date=1945 |publisher=Brown, Son and Ferguson
A contract for ''Cutty Sark''{{'}}s construction was signed on 1 February 1869 with the firm of [[Scott & Linton]], which had only been formed in May 1868. Their shipyard was at [[Dumbarton]] on the [[River Leven, Dunbartonshire|River Leven]] on a site previously occupied by shipbuilders [[William Denny & Brothers]]. The contract required the ship to be completed within six months at a contracted price of £17 per ton and maximum size of 950 tons. This was a highly competitive price for an experimental, state-of-the-art vessel, and for a customer requiring the highest standards. Payment would be made in seven instalments as the ship progressed, but with a penalty of £5 for every day the ship was late. The ship was to be built to [[Lloyd's Register|Lloyd's]] A1 standard and her construction was supervised on behalf of Willis by Captain George Moodie, who would command her when completed. Construction delays occurred when the Lloyd's inspectors required additional strengthening in the ship.<ref>Brettle</ref>
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.<ref name=Ships>{{cite book |last1=Mitchell |first1=W. H. |last2=Sawyer |first2=L. A. |date=1995 |title=The Empire Ships |page=49 |publisher=Lloyd's of London Press
[[File:Cutty sark detail.jpg|right|upright|thumb|
''Cutty Sark'' has a registered length of {{convert|212.5|ft|2}}, with a depth of hold of {{convert|21|ft|2}} 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{{efn|The coefficient of under deck tonnage is a method of estimating the "sharpness" of a hull design when all the necessary dimensions of the ships being compared are not available. Sharpness is the amount by which a hull differs from a rectangular block of the same length, breadth and depth: the more material that has to be cut away from that notional block, the sharper the hull. For the coefficient of under deck tonnage, the [[block coefficient]] and the [[prismatic coefficient]], the lower the number, the sharper the hull.}} of 0.55, compared to ''Thermopylae'' at 0.58.{{r|MacGregor 1983|pp=
*''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 (clipper)|''Lightning'' (1854)]]: 0.61, It is probable that few, if any, merchant sailing vessels had a prismatic coefficient of less than 0.57.{{r|Chapelle 1967|p=45}}}}{{efn|An alternative prismatic coefficient calculation for ''Cutty Sark'' is given as 0.627 based on a survey of the ship afloat in 1937.{{r|Scott 1941|p=185}}}} After water-line length, the prismatic coefficient is the next most important determinant of potential hull speed.<ref name="Cannon 2021">{{cite book |last1=Cannon |first1=Sophie |last2=Boyd |first2=Stephen |last3=Whitewright |first3=Julian |chapter=Development of a Quantitative Method for the Assessment of Historic Ship Performance |title=Practical Design of Ships and Other Floating Structures |series=Lecture Notes in Civil Engineering |date=2021 |volume=63 |pages=269–89 |doi=10.1007/978-981-15-4624-2_16|isbn=978-981-15-4623-5 |s2cid=225128699 }}</ref> Unladen, or with a cargo of low density, ballast was required for stability. For example, when she was loaded with wool, 200 tons of ballast was carried. The largest wool cargo she ever carried was 900 tons' weight (the total of ballast and cargo of 1,100 tons is consistent with the estimated deadweight cargo capacity of 1,135 tons at 20-foot draught). The largest tea cargo carried was 615 tons' weight. Conversely, a dense cargo allowed full use of the deadweight capacity: if loaded with coal, she would usually carry 1,100 tons.{{r|Scott 1941|p=187}} Broadly, the parts of the ship visible above the waterline were constructed from East India [[teak]], while American [[Ulmus thomasii|rock elm]] was used for the ship's bottom. The [[stem (ship)|stem]], {{cvt|15|x|15|in|cm}}, and [[sternpost]], {{cvt|16.5|x|15|in|cm}}, were of teak while the rudder was of English oak. The keel was replaced in the 1920s with one constructed from {{convert|15|in|cm|adj=on}} [[pitch pine]].<ref name="Mirror">{{cite journal|last1=Platt |first1=Alan |last2=Waite |first2=Simon T. |last3=Sexton |first3=Robert T. |title=The ''Cutty Sark'' Second Keel and History as the ''Ferreira'' |journal=The Mariner's Mirror |volume=95 |issue=1 |pages=8–10 |publisher=The Society for Nautical Research |location =United Kingdom |date=February 2009 |doi=10.1080/00253359.2009.10657081|s2cid=163769315 }}</ref> The deck was made of {{convert|3.5|in|cm|adj=on}} thick teak while the [[Tweendecker|'tween deck]] was {{convert|3|in|cm|adj=on}} yellow pine. The [[keel]], {{cvt|16.5|x|15|in|cm}}, had on either side a garboard strake, {{cvt|11|x|12|in|cm}}, and then {{Convert|6|in|adj=on}} planking decreasing to {{cvt|4.75|in|cm}} at one-fifth the depth of the hold. Teak planking began at approximately the level of the bilge stringer. The hull was covered by [[Muntz metal]] sheeting up to the {{convert|18|ft|adj=on}} depth mark, and all the external timbers were secured by Muntz metal bolts to the internal iron frame.<ref name="Mirror"/> The [[wrought-iron]]<ref name=guide>{{cite web |title=Cutty Sark |url=https://www.rmg.co.uk/sites/default/files/import/20121029_large_print_guide.pdf |publisher=Royal Museums Greenwich |access-date=21 January 2020 |archive-date=16 January 2021 |archive-url=https://web.archive.org/web/20210116090413/https://www.rmg.co.uk/sites/default/files/import/20121029_large_print_guide.pdf |url-status=dead }}</ref> frame was an innovation first experimented with in shipbuilding in the 1840s, and was the standard building method for tea clippers by the middle of the 1860s.{{r|MacGregor 1983|p=132}} It consisted of frames (vertical), beams (horizontal) and [[cross bracing]] (diagonal members).<ref name=hull/>
The diagonally-braced iron frame made for a strong, rigid ship;<ref name=hull/> diagonal members prevent racking ([[Shear stress|shearing]], where frame rectangles become [[parallelograms]]).<ref>{{cite report |last1=Tuomi |first1=Roger L. |last2=Gromala |first2=David S. |title=Racking Strength of Walls: Let-in Corner Bracing, Sheet Materials, and Effect of Loading Rate |series=USDA Forest Service Research Paper |date=1977 |number=FPL 301 |url=https://www.fpl.fs.fed.us/documnts/fplrp/fplrp301.pdf }}{{Dead link|date=March 2023 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> Less [[:Wiktionary:work#Verb|working]] and leaking of the hull meant less crew time spent pumping, allowing more time to be spent on changes of sail.{{citation needed|date=January 2020}} The wrought-iron-framed hull also took up less cargo space than an all-wood hull would have done.<ref name=hull>{{cite web |title=Touch Cutty Sark's copper hull |url=https://www.rmg.co.uk/cutty-sark/must-see/touch-cutty-sarks-copper-hull |website=Royal Museums Greenwich: UNESCO World Heritage Site In London |language=en |date=21 September 2015}}</ref> The Muntz metal sheeting reduced [[fouling]] of ''Cutty Sark''{{'}}s hull;<ref name=guide/> with a cleaner hull, she could sail faster.<ref>[https://darchive.mblwhoilibrary.org/handle/1912/191 "Marine fouling and its prevention"
==Performance==
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==History==
===First tea seasons===
''Cutty Sark'' was destined for the [[tea]] trade, a seasonal trade of a high value cargo from
''Cutty Sark'' sailed in eight "tea seasons", from London to China and back.{{r|MacGregor 1983|p=237–242}}
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===''Thermopylae''===
''Cutty Sark''{{'}}s [[Race Cutty Sark and Thermopylae|well-known race against]] ''[[Thermopylae (clipper)|Thermopylae]]'' took place in 1872, the two ships leaving [[Shanghai]] together on 18 June. Both ships were of similar size: length, beam and depths were within {{convert|1|ft|spell=in|1}} of each other. The ''Thermopylae'' had a slightly larger capacity: 991 compared to 963 (GRT) or 948 compared to 921 (net).{{sfn|Carr|1964|p=5}} Two weeks later ''Cutty Sark'' had built up a lead of some {{convert|400|nmi|mi km}}, but then lost her rudder<ref>{{cite web|url=http://collections.rmg.co.uk/collections/objects/15131.html|title=The tea clipper Thermopylae|publisher=[[National Maritime Museum]]}}</ref> in a heavy gale after passing through the [[Sunda Strait]]. John Willis's brother was on board the ship and ordered Moodie to put into [[Cape Town]] for repairs. Moodie refused, and instead the ship's carpenter Henry Henderson constructed a new rudder from spare timbers and iron. This took six days, working in gales and heavy seas which meant the men were tossed about as they worked and the brazier used to heat the metal for working was spilled out, burning the captain's son. The ship finally arrived in London on 18 October a week after ''Thermopylae'', a total passage of 122 days. The captain and crew were commended for their performance and Henderson received a £50 bonus for his work. This was the closest ''Cutty Sark'' came to being first ship home but it was Moodie's last trip as her captain before he transferred to steamships. He was replaced by Captain F. W. Moore.{{citation needed|date=May 2024}}
{{Quote box |title=Life at Sea |width=30% |quote=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.
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===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
[[File:Cutty Sark (ship, 1869) - SLV H91.250-165.jpg|thumb|right|''Cutty Sark'' moored in a port, possibly Sydney. Another clipper can be seen in the background.]]
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[[File:Cutty sark October 2003.jpg|thumb|right|''Cutty Sark'' in Greenwich, October 2003]]
''Cutty Sark'' was preserved as a [[museum ship]], and has since become a popular [[tourist]] attraction, and part of the [[National Historic Fleet]]. She is located near the centre of [[Greenwich]], in south-east
[[File:Cutty Sark 1997frog1.jpg|thumb|''Cutty Sark'' in Greenwich, 1977]]
The ship is in the care of the Cutty Sark Trust, whose president, the then [[Prince Philip, Duke of Edinburgh|Duke of Edinburgh]], was instrumental in ensuring her preservation, when he set up the Cutty Sark Society in 1951. The Trust replaced the Society in 2000.<ref name="Radio4-2007-05-22"/> She is a [[Grade I listed building|Grade I listed monument]] and was on the [[Heritage at Risk Register|Buildings At Risk Register]] following the 2007 fire. The gallery beneath the ship holds the world's largest collection of ships' figureheads, donated to the Society by [[Sydney Cumbers]] in 1953.<ref name=figure>{{cite web |title=Figureheads |url=http://www.rmg.co.uk/cuttysark/history-and-collections/collections/figureheads |website=[[Royal Museums Greenwich]] |access-date=20 May 2012 |url-status=dead |archive-url=https://web.archive.org/web/20120704082353/http://www.rmg.co.uk/cuttysark/history-and-collections/collections/figureheads |archive-date=4 July 2012 |df=dmy }}</ref>
[[Cutty Sark DLR station|Cutty Sark station]] on the [[Docklands Light Railway]] is one minute's walk away, with connections to central London and the [[London Underground]]. [[Greenwich Pier]] is next to the ship, and is served by scheduled river boats from [[pier]]s in central London. A tourist information office stands to the east of the ship.
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==External links==
{{Commons|Cutty Sark}}
* [
* {{NHLE |num=1079013}}
* [http://www.maritimequest.com/sailing_ships/cutty_sark_1869_page_1.htm MaritimeQuest ''Cutty Sark'' Pages]
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