Richard Dunston was a shipbuilder on the Humber, England. The company started building wooden barges miles from the sea and evolved to pioneer fully welded steel ships of a single design. The yard is now closed, although the name continues in a ship repair yard.

Richard Dunston
Company typePrivate company
IndustryShipbuilding
Founded1858
FateClosed
HeadquartersHessle, East Riding of Yorkshire, England

History

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Before 1858, Richard Dunston owned a boatyard at Torksey on the Foss Dyke, but in that year he sold the yard, and established a new one at Thorne, on the north bank of the Stainforth and Keadby Canal. It was 12 miles (19 km) from the River Trent,[1] and some 45 miles (72 km) from the sea. He built wooden barges, using locally-grown, hand-sawn timber.[2] In common with many boatyards at the time, Dunston's was self-contained, with facilities for making sails, ropes and running gear. This developed into a profitable sideline, supplying ropes to many local industries, and other items to chandlers based at Hull and Grimsby. While repairs to existing hulls were a major part of the output of the yard, vessels capable of carrying up to 80 tons were built, for use on the Humber and its connecting navigations. The hulls were initially clinker built, using overlapping joints between the timbers, but later carvel construction was used, where the timbers butted up against each other to produce a much smoother hull. By the end of the nineteenth century, boat sizes had standardised somewhat, with most craft being either Sheffield-sized keels with square rigging, or larger Humber sloops.[3] Sheffield-sized boats were 61.5 by 15.5 feet (18.7 by 4.7 m). Output was fairly low, with an average of one and a half vessels per year between 1858 and 1914,[4] although a celebration was held when the third vessel in one year was launched.[3]

In 1902, control of the yard passed to Thomas Dunston following the death of his father, and in 1910 to the 20-year-old grandson of the founder. He set about modernising the business to enable the construction of iron and steel ships, the first of which was completed in 1917. The company built three wooden drifters for the Admiralty in 1918. Subsequently, new buildings were erected, and new plant was installed to cope with the construction of steel ships, after which only one further wooden vessel was built.[3] It was supplied to a carrier based at Owston Ferry, was named Constance, and was completed in 1925.[5] The size of vessels that could be built at the Thorne site was limited by the size of Keadby lock, which was 79.5 by 21.5 feet (24.2 by 6.6 m).[6] Because it connected to the tidal River Trent, ships which were longer than this could pass through when the river was level with the canal, and both sets of gates could be opened, but the width was restricted to about 21 feet (6.4 m).[3] Output during the 1920s and 1930s was somewhat reduced, but was bolstered by further orders from the Admiralty.[7]

Dunstons bought the Henry Scarr shipbuilding yard at Hessle in 1932, which allowed ships to be launched directly into the Humber,[8] although the Henry Scarr name was retained until 1961, when the yard became known as Richard Dunston (Hessle) Ltd.[7] Dunston's pioneered construction of all-welded ships in the UK, finding that they could mass-produce a single design more efficiently than traditional riveting. During the Second World War they designed the all-welded steel TID class tug, and built 159 of them, 152 at Thorne and seven at Hessle,[9] with one completed ship leaving the shipyard at six-day intervals.[2] Sections were fabricated elsewhere by companies with spare welding capacity, and were brought to the yard by lorry. Eight sections were needed to make a complete tug, and many of the shipyard welders were women.[10]

Between 1941 and 1945 the two yards built around 200 other vessels for the Admiralty, including barges, launches, lighters, coasters, target vessels, and steam and diesel powered puffers, known as VIC lighters. In late 1945 they build 18 tugs for use on the Irrawaddy river, while in 1946 they built waterboats for Burma, and lighters and barges for use on the RIver Thames.[7]

In 1974 the Dunston family sold both yards to the Ingram Corporation of America. By 1985, much of the demand for small steel ships had ceased, and the Thorne yard was closed. Soon afterwards, Ingram's decided to sell the Hessle yard, and in 1986 it was taken over by a management buyout. The Dutch shipbuilders Damen Shipyards Group injected new capital, and soon became the sole owners.[7] Following this, the yard built a variety of vessels, including four Clyde car ferries, a low air draft dry cargo ship, gas tankers and naval tugs.[11]

In December 1994, the company went into liquidation and the Hessle yard closed. It was used as a recycling yard for several years following its closure, but most of the site has now been rebuilt with offices and car showrooms. Richard Dunston ship repairs still exists further east along the Humber Estuary. During the life of the company, they had constructed over 4,700 vessels, which included 470 built for the navy or military, amounting to around 20 per cent of their total output.[7]

The TID project

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In 1942, the Admiralty realised that a large batch of tugs would be needed, to avoid the need to requisition similar vessels from existing users. They also wanted to keep the slipways at yards which were better suited to building larger ships clear of small-scale projects. The brief that they issued was "to design, organise and start work immediately, towards achieving, in the shortest possible time, delivery of one tug per week using within the process, little or no shipyard labour." Dunston's were awarded the initial contract, because they had pioneered the use of electric arc welding of hulls, a process which was much quicker and less labour-intensive than using rivetting. The ships would be constructed from pre-fabricated sections, a method used in the United States for the production of Liberty ships.[12]

The design was for a ship 65 feet (20 m) long by 17 feet (5.2 m) wide, which was split vertically into eight sections, with unit No.1 at the stern proceeding forwards to unit No.8 at the bow. Each section would be a maximum of 10 feet (3.0 m) long and 13 feet (4.0 m) deep with a maximum weight of six tons, allowing them to be transported to the shipyard by road from the locations at which they were built. None of the frames were bent, and where the hull plates needed to be curved, the curve was in one dimension only. The joints between plates on any one unit were left unwelded for 10 inches (25 cm) at the outer edges, so that if any deviation from the designed profile occurred, the plates could be sprung together,[13] but because each section was made using jigs, alignment issues did not occur.[14]

Despite the angular design of the flat plates, trials using models in a test tank at Teddington showed that the resistance of the TID design was less than that of a conventionally profiled tug of a similar size up to 7.5 knots, but that at higher speeds, the conventional model was more efficient. As the design speed was 8.5 knots, this was not thought to be a serious consideration.[15] Because the sections were to be produced by engineering companies with no knowledge of shipbuilding, Dunston's produced over 1,400 drawings covering every detail, much of which was normally omitted from conventional shipyard drawings. The frames for the vessels were placed at 21-inch (53 cm) centres, and the drawings included full dimensions at every frame. All joints between adjacent sections were made halfway between two frames, and again, detailed dimensions of the outer edges were provided.[14]

Initially, Dunston's used four fabricators to manufacture the sections, but this was soon increased to 13, and to minimise the effects of disruption on the supply of sections, each section was made by two fabricators. The fabricators involved were Robert Jenkins and Co Ltd of Rotherham (S1); Foster, Yates and Thom Ltd of Blackburn (S1 and S2); A J Riley and Son Ltd of Manchester (S2); Nortons (Tividale) Ltd of Tipton (S3); Robert Dempster and Sons Ltd of Elland (S3 and S4); Wrights Forge and Engineering Co Ltd of Dudley (S4); John Booth and Sons (Bolton) Ltd of Bolton (S5); Newton Chambers and Co Ltd of Thorncliffe, Sheffield (S5); Head, Wrightson and Co Ltd of Stockton on Tees (S6); Charles Roberts and Co Ltd of Wakefield (S6); C and W Walker Ltd of Donnington, Wellington (S7); William Neill and Sons Ltd of St Helens (S7 and S8); and Orthostyle Ltd of Ashby, Scunthorpe (S8).[16] The sections were too large to be transported to Thorne by rail, and were therefore moved by road, despite the width exceeding the maximum permissible width of 7.5 feet (2.3 m) for road vehicles at the time.[17]

At the Throne yard, the sections were unloaded using a hand-operated gantry. When a complete set us sections was available, they were moved to the construction area, and placed on carefully placed keel blocks, which remained in position for the duration of the project.[18] It proved easy to produce a hull in seven days, and Dunston's created a second construction berth, allowing two ships per week to be launched.[19] As experience was gained, a hull could be produced in five days, and some were completed in only four days. The ships were fitted with a two-cylinder steam engine powered by a vertical boiler and developing 220 hp (160 kW). These were supplied by eleven different manufacturers,[17] and were fitted at Dunston's Hessle yard. The first hull to be launched was towed from Thorne to Hessle, where the engine and boiler were fitted. In order to test its operation, a voyage back to Thorne was made, from where it towed the next hull to Hessle before final delivery. This process was then repeated for each subsequent vessel.[13] The initial order was for twelve tugs, but as the concept proved successful, this was increased to 25, then 50 and then 100. All were ordered as coal burners, although ten of them were changed to use oil, for possible use in the Mediterranean and the Far East. A further batch of 50 oil burners were ordered, and finally a batch of 32 oil burners which were adapted for tropical service.[20] Of this last batch, two were built at Thorne,[7] seven at Hessle,[21] and 23 were built by Wm Pickersgill and Sons Ltd at their Sunderland yard.[22]

Other prefabricated designs

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Following the success of building prefabricated TID tugs, a similar approach was used to construct a number of small coastal tankers. These were built in anticipation of the D–day invasion of France. The design process involved selecting a prototype ship, 148 by 27 feet (45.1 by 8.2 m), and using it to create a straight-line design for a type of ship known as a Channel Tanker, which became known as a CHANT. After testing of a model in a tank, minor changes to the shape of the bow were made, and an aerofoil-shaped fin was added to the stern, similar to that used on the tugs. Apart from the fin, all of the plates used in the construction were flat or only rolled in a single direction, and none of the frames were bent. Individual sections were either 10 feet (3.0 m) or 20 feet (6.1 m) long, and no section exceeded 13 tons in weight. The sections were delivered to the shipyards by road, where they were welded together. To aid alignment, the seams were not welded for the final 10 inches (25 cm) where they would butt onto an adjacent section.[23]

The design included a double-skinned hull, to reduce the risk of leakage of petroleum spirit, as they were intended to land on flat beaches. Dunston's yard at Hessle was one of five which manufactured a total of 43 CHANT tankers between February and July 1944. They completed 12, and although their original order was for 24, the success of the D–day operation and the laying of pipelines to carry fuel from England to France, known as PLUTO, resulted in there being less need for tankers. Consequently the final 12 were redesigned to become dry cargo carriers, known as the 'Empire F' class,[23]

A total of 25 prefabricated 'Empire F' class coasters were built instead of CHANT tankers, 12 at Dunston's yard at Hessle and 13 by Goole Shipbuilding and Engineering. They were made from 28 prefabricated sections, and the ship that was originally to have been CHANT 14 was to become 'Fabric 14', but by the time of launch was known as Empire Fabric. All of the ships used the 'Empire' prefix, and a name beginning with 'F'. The CHANT and Empire F ships were built on slipways, where cranes were available, and so assembling the sections was more straightforward than for the tugs. The tankers were fitted with 220/270 hp oil engines, enabling them to travel at 7.5 knots, which was considered adequate for short journeys across the English Channel to French beaches. Slightly larger 300 hp engines were fitted in the dry cargo coasters, giving them a cruising speed of 8 knots.[24]

During 1945, Dunston's built eleven prefabricated 'Shelt' class coasters, which were similar to the 'Empire F' class, but had shelter decks, as they were intended for use in the Far East. Another eleven 'Shelt' coasters were constructed by Goole Shipbuilding and Repairing. Many were operated by Singapore Straits Steamship Company, later Straits Steamship Company, on behalf of the Ministry of War Transport. In 1946 they bought 16 of the vessels which they had been operating, and subsequently obtained two more.[25]

Ships built

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Records of the ships built before the 1930s are not comprehensive, but after 1932, Dunston's built 1358 vessels at the Thorne yard and 636 at Hessle.[26]

Hessle

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Yard No Name Type Launch Notes
S416 – S417 Empire Isle
Empire Bank
Empire Isle class coaster 1941 [27]
S418 – S424 Empire Birch
Empire Linden
Empire Teak
Empire Race
Empire Sprite
Empire Titan
Empire Oberon
Near Warrior class tug 1941/42 For Ministry of War Transport[28]
S430 – S433 Empire Mascot
Empire Maisie
Empire Charles
Empire Walter
Near Warrior class tug 1943/44 For Ministry of War Transport[29]
S434 Mallard Empire-F dry cargo coaster 1944 For General Steam Navigation Co, London[30]
S435 – S446 CHANT 1 – CHANT 12 Chant-class coastal tanker 1944 For Ministry of War Transport[31]
S447 – S458 Empire Fabric
Empire Fabian
Empire Fable
Empire Farringdon
Empire Fanfare
Empire Faversham
Empire Facility
Empire Faraway
Empire Fanal
Empire Fastness
Empire Farrier
Empire Fathom
Empire F dry cargo coaster 1944/45 For Ministry of War Transport[32]
S461 Empire Elinor Near Warrior class tug 1944 For Ministry of War Transport[33]
S462 Mavis Empire-F dry cargo coaster 1945 For General Steam Navigation Co, London[30]
S463 Empire Becky Near Warrior class tug 1944 For Ministry of War Transport[33]
S464 – S475 Empire Seasheltie
Empire Seabeach
Empire Seahawk
Empire Seafront
Empire Seaboy
Empire Seabreeze
Empire Seacoast
Empire Seagull
Empire Seabird
Empire Sealion
Empire Seaview
Empire Seaport
Shelt-type prefabricated coaster 1945 [34]
S476 – S477 Empire Maymead
Empire Maytown
C-class coaster 1945 [35]
S478 TID 170 TID tug 1945 For Ministry of War Transport[36]
S479 – S484 TID 171 – TID 176 TID tugs (6) 1946 For Ministry of War Transport[37]
Seaspring 1957
S802 Sir Winston Churchill Topsail 3-masted schooner 1966 For Sail Training Association
Dunster RMAS Clovelly Class Fleet Tender 1972 (year of commissioning)[38]
Felsted RMAS Clovelly Class Fleet Tender 1972 (year of commissioning)
Fotherby RMAS Clovelly Class Fleet Tender 1972 (year of commissioning)
Froxfield RMAS Clovelly Class Fleet Tender 1972 (year of commissioning)
Hambledon RMAS Clovelly Class Fleet Tender 1973 (year of commissioning)
Harlech RMAS Clovelly Class Fleet Tender 1973 (year of commissioning)
Headcorn RMAS Clovelly Class Fleet Tender 1973 (year of commissioning)
Hever RMAS Clovelly Class Fleet Tender 1973 (year of commissioning)
Holmwood RMAS Clovelly Class Fleet Tender 1973 (year of commissioning)
Horning RMAS Clovelly Class Fleet Tender 1973 (year of commissioning)
Lamlash RMAS Clovelly Class Fleet Tender 1974 (year of commissioning)
Lechlade RMAS Clovelly Class Fleet Tender 1974 (year of commissioning)
Llandovery RMAS Clovelly Class Fleet Tender 1974 (year of commissioning)
Loyal Supporter RMAS Loyal Class Fleet Tender 1978 (year of commissioning)
Loyal Watcher RMAS Loyal Class Fleet Tender 1978 (year of commissioning)
Melton RMAS Clovelly Class Fleet Tender 1981 (year of commissioning)
Menai RMAS Clovelly Class Fleet Tender 1981 (year of commissioning)
Meon RMAS Clovelly Class Fleet Tender 1982 (year of commissioning)
Milford RMAS Clovelly Class Fleet Tender 1982 (year of commissioning)
H915 Oxcar Tug 1978 For Forth Ports Authority
H952 MV Loch Striven Ro-Ro Ferry 1986 For Caledonian MacBrayne
H953 MV Loch Linnhe Ro-Ro Ferry 1986 For Caledonian MacBrayne
H954 MV Loch Riddon Ro-Ro Ferry 1986 For Caledonian MacBrayne
H955 MV Loch Ranza Ro-Ro Ferry 1987 For Caledonian MacBrayne
H961 Dunker Tug 1988 For Helsingsborgs Bogser
H968 Geira Ferry 1988 For Shetland Islands Council
H973 Roseberry Cross Tug 1989 For Cory Towage
H974 Cleveland Cross Tug 1989 For Cory Towage
H1004 Fiery Cross Tug 1993 For Cory Towage
H1005 Phoenix Cross Tug 1993 For Cory Towage
Bramble Bush Bay Chain Ferry 1994 For Swanage Motor Road & Ferry Company
Sources: Ships Photos[39] and Historic Ships Register[40]

Thorne

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Yard No Name Type Launch Notes
Annie Maud Carvel-built keel 1898 For Robinson Bros, millers, Rotherham. 1 of 4
Mayday Carvel-built keel 1900 For Thos Hanley & Sons, millers, Doncaster
Furley's Else Carvel-built keel 1914 For Furley & Co
Enterprise 1921 For South Yorkshire Navigation Co
T98 Selby Argo 220-ton steel lighter 1921 For Selby Oil Mills. 1 of 5
T106 Wharncliffe Sheffield-sized 1923 For Bleasdales. Motorised 1953
T107 Dovecliffe 1923 For Bleasdales. Motorised in 1945
T114 Shirecliffe Sheffield-sized 1923 For Bleasdales. Motorised 1945
T116 Gar Sheffield-sized steel keel 1924 For Furley & Co
T118 Highcliffe Sheffield-sized 1924 For Bleasdales. Motorised 1943
T122 Lightcliffe 1924 For Bleasdales. Motorised 1937
T128 Beecliffe Sheffield-sized 1924 For S&SYN, mortgaged to Bleasdales. Motorised in 1937
T131 Annie H Humber sloop 1925 For J W Handson
T132 Whitliffe Sheffield-sized 1925 For S&SYN, mortgaged to Bleasdales
T133 Ferncliffe Sheffield-sized keel 1925 For S&SYN, mortgaged to Bleasdales. Motorised 1937
T136 Michael 80-ton motor tank barge 1925 For Harkers
T142 Salvager A Sloop 1926 For A Leggott, Owston Ferry. Motorised 1933
T153 Rosa A 110-ton dumb tank barge 1928 For Harkers
T164 A.Victory motor barge 1929 For James Barraclough
T170 Drake dump tank barge 1930 For James W Cook
T171 Dauntless motor tank barge 1930 For James W Cook
T178 Danum Sheffield lighter 1932 For Hanleys, Doncaster. Motorised 1944
John Adams Battleship tender 1934 For British Admiralty
T179 Daybreak Humber Keel 1936 For Hanley's, flour millers of Doncaster[41][42]
T186 Gainsborough Trader motor barge 1931 For Furley & Co
T187 Trent Steamer 1931 For Grimsby Packet Co
Southcliffe Humber Keel 1940 For W Bleasdale & Co
T349 Vista Tug 1940 For Vokins & Co[43]
T352 Meads Tug 1940 For River Lighterage Co Ltd[43]
T358 – T361 Empire Maple
Empire Willow
Empire Cedar
Empire Plane
'Maple' type tug 1941 For Ministry of War Transport[44]
T364 – T365 Empire Spruce
Empire Folk
'Maple' type tug 1942 For Ministry of War Transport[44]
T369 – T372 VIC 1 – VIC 4 Victualling Inshore Craft 1941/42 For British Admiralty[45]
T373 – T376 Empire Ariel
Empire Seraph
Empire Imp
Empire Toby
'Maple' type tug 1942 For Ministry of War Transport[44]
T377 Pinklake Tug 1943 For River Lighterage Co Ltd[43]
T378 – T381 VIC 7 – VIC 10 Victualling Inshore Craft 1942 For British Admiralty[46]
T383 – T386 Empire Lewis
Empire Percy
Empire Lilliput
Empire Andrew
'Maple' type tug 1943/44 For Ministry of War Transport[47]
T387 – T392 VIC 21 – VIC 26 Victualling Inshore Craft 1942/43 For British Admiralty[48]
T390 Advance (VIC 24) Clyde puffer 1942 For Ministry of War Transport[49]
T393 – T396 Empire Laird
Empire Townsman
Empire Skipper
Empire Runner
Severn collier 1943 For Ministry of War Transport[50]
T399 – T410 TID 1 – TID 12 TID Tugs (12) 1943 For Ministry of War Transport[51]
T411 – T413 VIC 32/36/37 Victualling Inshore Craft 1943/44 For British Admiralty[52]
T414 – T450 TID 14 – TID 50 TID tugs (37) 1943 For Ministry of War Transport[53]
T443 TID 43 TID Tug 1943 For Ministry of War Transport. Now Seaport Alpha[54]
T451 TID 51 TID tug 1944 For Ministry of War Transport[55]
T452 – T460 VIC 40 – VIC 48 Diesel Victualling Inshore Craft 1944/45 For British Admiralty[56]
T461 – T510 TID 52 – TID 101 TID tug (50) 1944 For Ministry of War Transport[57]
T511 – T520 VIC 83 – VIC 92 Victualling Inshore Craft 1944/45 For British Admiralty[58]
T523 – T529 TID 102 – TID 108 TID tugs (7) 1944 For Ministry of War Transport[59]
T530 TID 109 TID tug 1945 For Ministry of War Transport[60]
T531 – T534 TID 110 – TID 113 TID tugs (4) 1944 For Ministry of War Transport[61]
T535 TID 114 TID tug 1945 For Ministry of War Transport[62]
T536 – T539 TID 115 – TID 118 TID tugs (4) 1944 For Ministry of War Transport[63]
T540 – T572 TID 119 – TID 151 TID tugs (33) 1945 For Ministry of War Transport[64]
T575 – T578 VIC 93 – VIC 96 Victualling Inshore Craft 1945 For British Admiralty[65]
T580 – T597 shallow-draught tugs 1946 For Irrawaddy River[7]
T629 – T630 TID 168 – TID 169 TID tugs (2) 1946 For Ministry of War Transport[66]
Leicester Trader Trent dumb boat 1953
T897 Cormooring Salvage Vessel 1955 now Medway Rhino
Sources: Historic Ships Register[67] and Taylor 2009.

Bibliography

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  • Harvey, W J (2019). The TID Tugs of World War Two. World Ship Society. ISBN 978-0-9560769-9-1.
  • Mitchell, W H; Sawyer, L A (1990). The Empire Ships. London, New York, Hamburg, Hong Kong: Lloyd's of London Press. pp. 222–225. ISBN 978-1-85044-275-2.
  • Taylor, Mike (2009). Richard Dunston Limited of Thorne & Hessle. Barnsley: Pen and Sword Books. ISBN 978-1-84563-094-2.

Footnotes

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  1. ^ Taylor 2009, p. 6
  2. ^ a b "History of Richard Dunston, Limited". Century of Shipbuilding – Richard Dunston by Civil Engineering Publications Ltd. Thorne-Moorends Town Council. Archived from the original on 17 September 2010. Retrieved 18 July 2010.
  3. ^ a b c d Taylor 2009, p. 7.
  4. ^ Taylor 2009, p. 11.
  5. ^ Taylor 2009, p. 19.
  6. ^ Taylor 2009, p. 142.
  7. ^ a b c d e f g Mitchell & Sawyer 1990, p. 346.
  8. ^ "Newsletter Number One". Medway Maritime Trust. Spring 2010. Retrieved 18 July 2010.
  9. ^ "History of Richard Dunston, Ltd, Thorne & Hessle". Medway Maritime Trust. Retrieved 18 July 2010.
  10. ^ "History of TID Tugs". Medway Maritime Trust. Retrieved 18 July 2010.
  11. ^ "Richard_Dunston". Graces Guide. Retrieved 18 July 2010.
  12. ^ Harvey 2019, p. 6.
  13. ^ a b Mitchell & Sawyer 1990, p. 329.
  14. ^ a b Harvey 2019, p. 10.
  15. ^ Harvey 2019, p. 7.
  16. ^ Harvey 2019, p. 11.
  17. ^ a b Harvey 2019, p. 12.
  18. ^ Harvey 2019, pp. 12–13.
  19. ^ Harvey 2019, p. 14.
  20. ^ Mitchell & Sawyer 1990, p. 331.
  21. ^ Mitchell & Sawyer 1990, pp. 349–350.
  22. ^ Mitchell & Sawyer 1990, pp. 347–349.
  23. ^ a b Mitchell & Sawyer 1990, p. 286.
  24. ^ Mitchell & Sawyer 1990, pp. 222, 286.
  25. ^ Mitchell & Sawyer 1990, pp. 258, 261.
  26. ^ Taylor 2009, p. 10
  27. ^ Mitchell & Sawyer 1990, p. 239.
  28. ^ Mitchell & Sawyer 1990, p. 317.
  29. ^ Mitchell & Sawyer 1990, pp. 317–318.
  30. ^ a b Mitchell & Sawyer 1990, p. 225.
  31. ^ Mitchell & Sawyer 1990, pp. 287–288.
  32. ^ Mitchell & Sawyer 1990, pp. 223–224.
  33. ^ a b Mitchell & Sawyer 1990, p. 318.
  34. ^ Mitchell & Sawyer 1990, pp. 260–261.
  35. ^ Mitchell & Sawyer 1990, p. 255.
  36. ^ Harvey 2019, p. 88.
  37. ^ Harvey 2019, pp. 89–91.
  38. ^ Moore, John (1985). Jane's Fighting Ships 1984–85. London: Jane's Publishing Co. pp. 623–631.
  39. ^ "Richard Dunston". Ships Photos. Archived from the original on 21 July 2010. Retrieved 18 July 2010.
  40. ^ "Henry Scarr Ltd". National Historic Ships. Retrieved 18 July 2010.
  41. ^ "Daybreak". National Historic Ships. Retrieved 17 October 2010.
  42. ^ Martin H. Evans and Janet West. "Non-Museum vessels, in private ownership – Daybreak". Maritime and Naval Museums in Britain and Ireland. Retrieved 17 October 2010.
  43. ^ a b c Mitchell & Sawyer 1990, p. 347.
  44. ^ a b c Mitchell & Sawyer 1990, p. 327.
  45. ^ Mitchell & Sawyer 1990, p. 263.
  46. ^ Mitchell & Sawyer 1990, pp. 263–264.
  47. ^ Mitchell & Sawyer 1990, pp. 327–328.
  48. ^ Mitchell & Sawyer 1990, p. 264.
  49. ^ "Clyde Puffer". TradBoat. Retrieved 19 July 2010.
  50. ^ Mitchell & Sawyer 1990, p. 214.
  51. ^ Harvey 2019, pp. 24–29.
  52. ^ Mitchell & Sawyer 1990, pp. 264–265.
  53. ^ Harvey 2019, pp. 29–44.
  54. ^ Harvey 2019, p. 40.
  55. ^ Harvey 2019, p. 44.
  56. ^ Mitchell & Sawyer 1990, p. 270.
  57. ^ Harvey 2019, pp. 45–65.
  58. ^ Mitchell & Sawyer 1990, p. 265.
  59. ^ Harvey 2019, pp. 65–67.
  60. ^ Harvey 2019, p. 67.
  61. ^ Harvey 2019, pp. 67–68.
  62. ^ Harvey 2019, p. 68.
  63. ^ Harvey 2019, pp. 68–70.
  64. ^ Harvey 2019, pp. 71–82.
  65. ^ Mitchell & Sawyer 1990, p. 275.
  66. ^ Harvey 2019, pp. 87–88.
  67. ^ "Richard Dunston Ltd". National Historic Ships. Retrieved 18 July 2010.
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