15-17 September 2010 The trip home

The SNYDER was made up in a tow from South Point rigged on the hip of a crane barge with two tugs pushing the crane barge. The flotilla got underway about 2300 on the 15th. Aboard were Fred Smith from OHS, Bill Reynolds, John Cochrane and my self. The first night was uneventful.

Thursday morning, the 16th, was spent cleaning the accomodation area and the pilothouse. Bill and John prepared the engines for free wheeling of the paddlewheel upon arriving in Parkersburg prior to the trip up the Muskingum to the Museum.

 That afternoon, one of the deck hands from the tugs came aboard and said that there was something funny about the paddlewheel. Examination showed that a 6 inch diameter pipe which ran from a socket on the sponson aft of the paddlewheel bearing to a socket at the top of the house tied into the hogging chain post, had come out of the lower socket. The lower shoe was resting on the crank of the paddlewheel.  The shoe at the upper was wedged in a clevis at the top of the house. Had it not wedged, it would have gone into the river. The tugs were stopped and the crew lashed the pipe to everything available. The upper shoe was not welded to the post but held the post on by rust.

A call went out to Dwain Harper, the repair supervisor to advised him of our situation. Dwain advised that he would be there as soon as possible. This did not come at a good time for Dwain as he had to coordinate the crew for the turning of the railroad bridge as well as prepare for the mooring of the SNYDER at the Museum. The tugs tied up next to a partially sunken barge at a gravel pit in Ravenswood, West Virginia. Dwain arrived about 2230 and after dragging about 200 feet of welding ground and hot wire from a portable welder in the back of his truck, welded an eye on the pipe and attached a come-along to hold the pipe in place. Unfortunately, because of the pipe resting on the crank, the paddlewheel could not be free wheeled on the trip up the Muskingum.

Prior to his arrival, we observed a severe thunderstorm passing by us.

We got back under way and made a rendezvous with Kathy Wyatt and her entourage of donors who were going to ride the boat up the Muskingum. We learned that the storm we had observed had caused considerable damage in Bellvilleby particularly high winds.. Had we not stopped, we would have been in that area when the storm hit. Because of then high superstructure of the SNYDER, it is doubtful that the two small tugs would have been able to control the SNYDER due to the sail effect of the superstructure.

The trip up the Muskingum was uneventful and the SNYDER was moored at the Museum by early afternnon.

After the mooring, the crane barge with the welding machine on it was tied along side the SNYDER. Using two come-alongs, the pipe was put back into position. A bolt that went through the lower shoe and tied into the socket had deterirated after 92 years and this allowed the pipe to come out of the socket. A new bolt was put into place and a keeper welded on the side of the socket. There is a second pipe of 4 inch diameter that performs the same function which had slightly buckled. It was decided that it would be replaced at a later date.

I do not know (shame on me) what the technical name for these posts are. However, their function is to stiffen the sponson. The paddlewheel when the vesel is being propelled or if the paddlewheel is locked and is being towed, exert an upward force on the sponson. These pipes resist this force. The 4 inch pipe apparently buckled after the 6 inch pipe came loose and it had to withstand the load by itself. The situation was not a result of anything that was done by the shipyard. It was most probably the result of 92 years of service.
In any regard, The SNYDER is back home, safe and a lot sounder than when she left.

For you who have followed my blog, this obviously will be the last blog. I thank you for your interest. It has been a great experience for me. God Bless. Jack Deck

30 August-15 Sept Finishing the work

The hull during this period got a light sandblast. A first coat of DevTar5A was applied. More weld scabs were ground off and other areas touched up. The boat was shifted and a second coat applied. Painting in the interior spaces was started with DevRan224A. The interior color is that of red lead as determined by the Paint Preservationist. More brown that red. Aside from the few odds and ends, most activity was priming and painting.

Odds and ends accomplished were the raised coamings, installation of rubber seals and a dogging clamp on compartment 1 hatches. Dams were installed around the main deck penetrations of the hogging chain posts which were then filled with Black Jack tar sealant. Four paddlewheel locks which allow the paddlewheel to be shifted for maintenance were installed A set of retractable diagonals from the paddlewheel sponson to a horizontal beam at the end of the sponson were installed. This stiffens the sponson to avoid transverse movement and thus avoid racking the paddlewheel. Retracting the diagonals allows the paddlewheel to be shifted. Bare metal on the main deck and deck house was primed and painted. Work continued right up to departure at 2200 on Wednesday the 15th

Odds and Ends, Part II 23-27 August 2010

Two milestones this period. The tow knees and the paddle wheel were completed on Wednesday. They both look very good. Work is ongoing with the punch list. Work was started Friday on the gangway stage.

Dwain advises that they will start painting on Monday.

Odds and Ends 16-20 August 2010

The major component welding is completed. Work this week was attacking the Punch List and crawling the compartments for odds and ends. Removing an eye here and there. Grinding weld scabs etc.Welding up pinholes in different areas. Putting on cover passes on the bilge knuckles and facing of the false bow.

The interior color of the compartmernts can be matched to the paint preservationist color chip and the paint so orderd.

The tow knee reconstruction is still progressing slowly but should be accomplsihed by the middle of next week.

Scot Lepi and his crew had 50 per cent of the paddle wheel completely done and all the spokes and buckets on the other half  installed by the time they left Thursday. Scot took the two brass sea chests back to his shop to sand blast the primer off of them. They will then go to Marietta to the museum.

Starting a Count Down 2-6, 9-13 August 2010

As of the end of this period, the internal welding in all compartments is completed. The bottom bracing on the tow knees is yet to be finished. It has been a long struggle utilizing the original faceplate and lower bracing pieces. They are getting there. An informal internal survey completed Friday, the 13th, revealed few additional punch list items. The vessel was floated on Friday afternoon and three minor leaks were found. Considering the several thousand feet of weld, that is pretty good for the first test. Activity on the punch list will now accelerate.

Scott Lepi and crew have completed restoring half of the paddle wheel. The wheel was successfully turned a third of a revolution on Thursday, the 12th afternoon. Some video was taken for Cheri Russso at WOUB.

A decision on the color of the internal structure will be forthcoming on Monday, the 17th.

The tow knees and punch list items should be completed by the 20th and the coating and painting started the following Monday.

Hot Work is slowly coming to an end 26-30 July 2010

Internal welding on compartments 2 and 3 was completed. A punch list of small items was developed and work is on-going for these. The starboard outboard tow knee was hung on Friday afternoon. There is a considerable amount of fitting including freeing up the vertical support gussets on the bow as the old tow knee structures were severely bent after 37 years of service. The vertical knee portion is bolted to the gusset as well as to an angular strong arm above. The holes for the bolts are dictated by the holes in the original facing that was retained. It was a quite a job getting the bolt holes aligned properly but we are getting there.

The remaining wood for the paddle wheel will be delivered on Tuesday, 4 August and work will resume.

Mike James from the Ashland Daily Independent did a very nice article on the SNYDER which was published on Wednesday. He is also planning a follow-up article upon completion.

"Its moving!" 12 -23 July 2010

With those words from Nick, the leadman, the paddlewheel started to rotate last week with three chain falls attached. The wheel moved very easily with little strain relieveing my concern about its first move in years. Lepi Enterprises has the contract for restoration and at this point has the lower half of the wheel wood removed. The hub and circumferential rings have been coated with one coat and a second will be applied. The difference in appearance that the one coat made is striking.

All of the hull shell plating has been hung and the finishing welding is ongoing. The overlay on the false bow is about half complete. The wood for the tow knees has been selected but work has not started on assembly. This will be a tedious job as the knees are a bolted assembly on to the fashion plates on the bow.

The hot work completion date of 9-10 August is beginning to look pretty realistic. There is a lot of clean-up to accomplish  as well as small items on the punch list. The biggest clean up is the grinding flush of the weld scabs on the outer hull shell so as to not present a site for coating failure at a later date.

It is with a very sad heart that we note the passing of one of the very good benefactors of the SNYDER and the Museum in general, Nelson Jones. Nelson made many contributions to the SNYDER in the way of cash donations but in other ways as well. When I was doing the Condition Assessment for the SNYDER, Nelson had moored a barge between the bank and the SNYDER which was a God Send with the high water, we experienced during that period. Nelson was also a mentor to me in a number of instances through the years. To say, he will be missed, is a vast understatement. Rest in Peace, Nelson.

28 June- 9 July Light at the End of the Tunnel

Starting forward, the odd shape angles in compartment 1 have been installed. Work is finished there except for final inspection. On deck, the hatch coaming have not yet been started nor the rubber seals in the hatch covers. Pieces and parts for the tow knees are starting to drift back into the yard. The overlay of the false bow has yet to begin.

All of the internal repairs in compartment 3 have been completed and the bottom plate and side plates installed.

All of the internal repairs which were substantial have been completed in compartment 5 with the exception of a set up of one frame on the port side aft. The bottom plate has been dragged under the boat and will be lifted starting today.

Approval has been given for the repair of the paddlewheel here at the yard rather than back in Marietta. Bill Reynolds visited the yard on Thursday, 8 July, and we reviewed a procedure for rotating the paddlewheel so that the repairs can be accomplished from the floor of the drydock and not up in the air. A tentative design for new diagonal bracing of the facing bar across the back of the wheel sponsons is coming into fruition. Presently, there is a welded steel I-beam which goes between the spokes/arms and that would interfere with the rotation. The new design would be an articulated hinge arrangement which would fold out of the way and would not require any physical lifting. New stops for the wheel will be bolted. This will allow the wheel to be rotated for maintenance as well as for any other purpose.

14-18 June, 21-25 June Roundin Third

Starting forward, the side plate and bottom plate on compartment 1 has been fitted up. The side plate has been faired into the original head log plate which still had decent thickness. The original bow rake plate was less than a quarter inch thick so the new plate is lapped over it forward. Plug welds will help secure the new plate to the original. Work continues with the internal structure as there are several frames which are made up of angles with greater than 90 degree angles. These have to be specially bent as standard angle are 90 degrees.

The internal repairs in compartment number 3 are completed. The two hogging chain posts which rest in compartment 3 were cut off above the foundation shoe as the fixture at the top of the post was quite complicated and would have involved some dismantling of the stacks. The reason for taking out the lower section of the hogging chain post was for the replacement of the Z-bar which forms the base for the shoe and is also the lower chord of the girder in the outboard compartments. There was extensive Z-bar replacement. The lower cutout section of the posts were replaced with the residual material left from the hogging chain replacment in compartment 4. The bottom plate for number 3 was slid under the compartment last Friday, the 25th.

The internal repairs of compartment 5 are by far the most numerous and complicated. In typical welded ship construction, longitudinal bulkheads are welded to longitudinal stringers. In the SNYDER, the bulkheads are attached to the transverse frames and the bottom shell plating with an intercostal gusset. The intercostal (not coastal) gusset looks like a Kleenex box with the top and one side removed. The side is riveted to the bulkhead, the bottom to the shell plate, and the ends to the leg of the frames. The gusset depth is higher that the frame leg so that the gusset ends are also riveted to the adjacent gusset ends. These were badly deteriorated in compartment 5 and at last count 42 of them are to be installed. Another structure which is more complicated than most is a rolled knuckle frame. This is an angle frame which is bent into the radius of the bilge knuckle. Obviously this take a pretty husky machine to make these bends. Compartment 5 will require the replacement of 16 of these. Still further, there was a large number of frames that were set up and could not be drawn down. These have to be cut out and replaced. There is also extensive channel replacement to be done in the outboard compartments.

The deteriorated thresholds into the side doors of the engineroom room which were the source of so much deterioration in the outboard compartments below have been cut out. The deterioration of the deck has extended back under the high pressure cylinder of each each engine. The port side is mostly completed.

.

7-11 June The Beat goes on

All of the overlay and bottom plate has been removed from compartments 1, 3 and 5. Extensive frame, bulkhead, Z-bar, and channel restoration is ongoing. These compartments had the most internal structural elements that needed replacement.

A plan for the replating around the head log has evolved and a side plate has been hung on the port side of number 1 and smaller plates are being faired in.

The thresholds to the engine room doors on the forward end of the engine room have been cut out. The deterioration of the plating is more exxtensive then first thought as there was loose plate covering the holes in the deck. The deck beams and gussets below the thresholds are all being replaced.

It is anticipated that the botom plate for number 1 compartment will be started on the 15th.

There was an article about the SNYDER in the Ironton Tribune on Sunday. A link to the article is:
 http://www.irontontribune.com/news/2010/jun/13/glory-days-return/

1-4 June Big LIft II

The yard did not work on Monday Memorial Day.

Tuesday morning the lifting blocks and jacks were in place on the starboard side. The vessel was lifted by the end of the first shift. The blocks were shifted and the vessel lowered by the end of the second shift.

Work was started on clearing out the overlay on compartments 1 and 3. I ran a laser transit on Wenesday evening and there was no significant distortion. By Friday, all of the overlay was off of compartment 3 and about half of the original plate. The tow knee gussetts have been removed  and a plan developed for replicating them. The false bow was removed and aside from some repairs, it should not have to be replated.

The head log plating is severely pitted but extends down about 2 feet from under the curl. It is not thick enough to butt weld. Instead, the new bottom plate will be lapped over the head log plate and brought up to the point of the overlay. The new plate will also be plug welded to the head log plate. By bring the new plate up to the curl, the new plate will act as a barrier to the head log plate as the head of the vessel is pointed up river on the Muskigum and faces the current. This ceates a greater proability of pitting.

Compartments 1,3 and 5 require the most internal repairs. Compartment 1 due to water coming in the hatches. Number 3 due to bottom set-ups and some leaks. The was about 200 pounds of cement that was taken out of number 3 inboard compartments on the bottom. Compartment 5 outboard on both sides are the worst due to water coming in from the leaking threshholds on both the side doors to the engine room.

24-28 May The Big Lift

The beginning of the week saw the completion of the knuckles on number 2 compartment as well as attachments of the new plating to the internal structure. Work was started on the port outboard towing knee. The first of the enclosures for the rudder gugeons was fitted up. After several days of discussion, it was decided to lift the SNYDER on its side in order to move the blocks to a new position. This was determined to be time saving. Three forty foot long 12 inch I-beams supported by 10 100 ton jacks would lift the side about 2 inches. The lift would be about 420 short tons. Calculations showed that there would be less pressure using the I-beams than was being exerted by the existing blocks. Wednesday saw the auxiliary blocks being moved in to place on the port side. Thursday morning the jacks were placed and the beams lifted up into place. Thursday afternoon, the vessel was lifted succesfully. The second shift moved the blocks to their new position. Friday was spent lowering the vessel back down. This was accomplished by the end of the first shift. The second shift moved all the lifting gear to the starboard side for the second lift on Tuesday. The yard was closed on Monday, Memorial Day.

17-21 May, And the beat goes on

Most of the overlay outside the blocks has been cut away except for the center section of number 1 compartment.

The starboard hogging chain post has been fabricated and is ready to install.

There were about 16 frames in number 2 outboard compartments that had to be cut out and new ones inserted to make a fair landing for the bottom plate. The deformation was much greater than was appreciated when the old plate was still in place. The forward bulkheads in number 3 outboard compartments were buckled. The buckles were cropped out and new plate inserted. The number 3 port outboard forward bulkhead was warped and was straightened.

The side plate for number 2 compartment has been hung. The knuckles for number 2 compartment have been formed and are ready to install, once the bottom plate welding is finished.

Preparations are well underway for the big lift.

10-14 May The old gal is putting on some weight

Both the 30' side shell plates, port and starboard, were fitted up on number 4 compartment and all the internal welds completed. The port stern knuckle is complete. The starboard stern knuckle is complete except for some finishing passes. The first of the knuckles for number 4 compartment have been formed. Overlay on compartments 3 and 5 have be cut out on the sides and some bottom plate.

3-7 May And the Word descendeth from Above

And the Word descendeth from Above and there was much activity. Rick Griffith, president, passed down on Wednesday that he wanted more men working on the SNYDER. Accordingly, more men were on the first shift and several were on the second and third shift. It may sound like they accomplished a lot in the three days, but they could not have done it were not the internal repairs completed in number 2 and 4 compartments.

The 40 foot long plate for number 4 compartment was fitted up and most of the internal welding completed. All of the internal repairs to the bulkheads, Z-bar, gussets were completed.

The 16 foot plate for the after end of number 2 compartment was fitted in and the internal welding is in progress. The internal repairs to the bulkheads, frames, and intercostals were completed with the exception for six frames in the outboard compartments which make up to the framing for the knuckle. There are three frames on each side. These appear to have been some kind of repair previously and with their set up are not fair to the plate. Once, the plate is in place these will be cut out and the replacements made fair.

The side shell for number 4 port side is ready to be hung. Work is progressing on the starboard side and is nearly complete. Two sections of knuckle have been installed on the stern port side. The pipe for the hogging chain posts were delivered on Friday.

The Z-bar for number 3 outboard compartments has been measured and the angle and flat bar to make up the Z-bar has been ordered. The inboard Z-bar on the starboard side where it fits into a riveted transition piece is totally gone. We have been avoiding disturbing complex riveted structure as the other old Z-bar had enouth thickness so that we did not have to replace all of it. This will be a different srory. While I don't believe that this will create any serious problems, we will proceed cautiously on this repair avoiding as best as possible getting a lot of heat into the structure.

A laser transit was performed on Wednesday evening, and no discernible deformation was found.

26-30 April Easy Boys!

The pace has started to pick up. The repairs in number 4 starboard outboard compartment are completed. The Z-bar, gussets, forward bulkhead repair and one longitudinal bulkhead repair were completed in number 4 port outboard compartment. Three more longitudinal bulkhead repairs remain.

Work was in progress in number 2 center compartment on the after transverse bulkhead where repairs were required in all sections. The bottom was trimmed away from the old ash chutes which will be welded to the new hull shell.

The big move occurred Friday afternoon where the first of the newly fabricated hull bottom plates was slipped into the drydock and under the vessel. This first plate measures 32 feet by 40 feet. It was guided by a set of temporary ramps. This is another first for the yard.

Sunday, the 2nd of May saw 4 1/2 frog strangling inches of rain. Th river has risen 9 feet since then with another 10 feet or so more to go. It is predicted to crest midday on Tuesday. It is not expected to affect the yard work.

19-23 April, Ahead Slow Bell

The yard averaged only two welders each day working on compartment number 4 starboard outboard. The z-bar, three bulkhead panels, the transverse diagonal gussets, and two stanchion/longitudinal diagonal gusset repairs were accomplished. Some weld burrs (freckles) were trimmed off the stern plates with many more to go.

She's got freckles on her, but she is nice! 12-16 April

This week saw more progress in getting plate on the stern. The full eight plates across the stern have been fitted up. The side plates are being trimmed and it is anticipated that fabrication of the knuckles will be starting sometime during the week of the 19th. The weld rememnants of the jack heads used to shape the plate have not yet been ground off. Hence the freckles.

The Z-bar in number 4 starboard outboard has been cropped out. The hogging chain cables on the starboard side have been loosened and the hogging chain post length has been measured. The threaded ends of the chains have been carefully marked to ensure the proper fit when reinstalled. The hogging chain post is of 7 inches in diameter which is not very common, but the yard did find some.

All of the overlay under number 2 compartment has been removed and about 70% of the original plate. Repairs to inernal structure have been marked out.

5-9 April Slow Bell

There was no hot work accomplished from Monday through Thursday. The painters prepped Monday and primed Tuesday and Wednesday. Thursday, there were still too much fumes. Friday saw the last wide plate on the stern being fitted up. The three deteriorated panels in the wing bulkhead in the forward end of number 4 starboard outboard compartment were cut out. The three section bottom panel for compartment 2 was surveyed and is good to go. The big four section bottom panel for number 4 is expected to be broght on the drydock next week. The section of landing barges and the two drydocks, one of which the SNYDER resides, are slated to be moved to the new facility on Saturday.

29 Mar to 1 Apr Now getting some Hustle in the Bustle

On Friday, the 26th, the yard tried to fit an 8 foot wide plate longitudinally on the stern at the centerline. Monday morning, they were still struggling with it. At noon, Earl, Dwain and I got together and discussed splitting the plate longitudinally which had been the original plan. This was done and by Tuesday, a 4 foot longitudinal plate was fitted up on the centerline extending to the starboard. The yard then attempted to fit the other 4 foot wide plate to it on the starboard side. This did not work. The discussion turned to using 4 foot square plates which I opposed. Earl came up with a plan of using 4 foot wide plates centered on the rudder tunnel. A more narrow plate will then overlap and fill the gap. They then fitted up the 4 foot wide plate on the centerline extending to port. By late Thursday afternoon, the 1st, they had the third plate up centered on the starboard rudder tunnel extending to port. They expect to have all the longitudinal plates up by the Friday, the 9th of April. The side plates have been trimmed up and are partially fitted into the original plates aft.

Repairs to the gussets and stanchions in number 4 starboard outboard is progressing piecemeal. Repairs in number 4 port outboard have not yet begun.

The fabrication of the Z-bar girder for number 4 outboard compartments was started. One complete girder has been fabricated and a second is about 50 per cent complete.

Lepi finished blasting and cleaning compartment number 1 on Monday and started the clean up of the above deck spaces. This was completed by Thursday afternoon. They did a good job cleaning up their debris and dust. Painters are scheduled to prime compartments 1, 2, and 3 starting Monday, the 5th.

The yard was closed on Good Friday.

18-19 March, 22-26 March, Now we are getting somewhere

The high water is over and things are back to more normal with a lot of progress being made. Lepi completed number 3 compartment. Number 2 was completed except for final washdown which is occurring this morning. They will start on number 1 today and expect it to be completed by the end of this week.

The remaining small repairs in number 6 were completed. There was a repair in number 5 starboard center bulkhead at the after transverse bulkhead where there was a set-up. There are two other significant set-ups on that bulkhead forward which will addressed when the replating is done there.

The first plate to go up was a transerse plate on the stern starting just forward of the forward bulkhead of compartment number 6, extending 8 feet aft, and extending from knuckle to kuckle. The WOUB group was down for the first weld on Thursday afternoon, the 25th. The transvere plate is not yet fully welded but is tacked in place enough to show a good fit up. A side plate on each side of the stern have been fitted up to the original plate which was ultrasonically tested and found to be thick enough for a butt weld which will give a better looking appearance.

The angles for the Z-bar replacement in number 4 outboard compartments have been delivered and are on the platen for assembly. The placment of the longitudinal plates on the stern have been worked out and progress is being made to fit them up.

Number 4 compartment frames and bulkheads are pretty much dressed up and will be ready for the big plate shortly. However, the Z-bar replacement as well as some bulkhead and gussett repairs will have to be accomplished. The protocol for these repairs has not yet be worked out.

11, 12, 15, 16, 17 March Mixed Bag

Thursday and Friday, the 11th and 12th, not much got accomplished. There were several towboats that came in for some serious repairs and there were only two burners (welders) on Thursday and only one on Friday. Lepi, when they left Thursday, had only the bottom of number 3 compartment outboard to blast and clean out. That will finish the full width of number 3 compartment. They work 4-10+ hour days. To add to the confusion, the river was rising. NOAA predicted it would crest on Tuesday afternoon above the flood stage of 50 feet. It did not quite get there, rising to only 47.66 feet locally.

Monday, we had five burners on the job. Lepi had only 16 bags of walnut aggregate aboard. Their usual porcedure was to truck it down to the dock, slide it into the drydock and then carry it aboard. However, with the high water, there is no truck acces to the dock. So after blasting the bottom and rough cleanout, they left to return on Moday, the 22nd. Monday, Tuesday and Wednesday, three burners worked under number 4 compartment, and two started repairs to the deteriorated sections of the forward bulkhead of the number six compartment. As of tonight, 8 of the 10 deteriorated sections on the lower edge have been repaired with insert plate. There are six small transition pieces which form part of the lower frame of the longitudinal bulkheads in number 6 compartment that are wasted. They are being fabricated in the fab shop and have yet to appear. These are the only repairs needed to be accomplished before replating can start.There is then the dressing of the frames to remove weld remnants and rivet debris. After that is a coat of primer, then initial fit up. The yard anticipates that replating will start Monday. We will see.

I ran the laser measurements again tonight. There is no discernible hog, sag or rack.

8-10 March Incremental Progress

This week thus far and will continue to be the slow intricate preparation of the stern section and under number 4 compartment for replating. Cutting out and trimming is being carried forward of the forward bulkhead of number 6 compartment. The first plate will be a full transverse plate started foward of that bulkhead and carried aft. The remainder of the stern plating will be split plates carried longitudinally. There are several holes in the lower edge of that forward bulkhead and a hole each in the longitudinal bulkhead. These will be repaired prior to replating.

Most of the overlay is off from under compartment 4.

Lepi has completed the port side of number 3 compartment and has started on the starboard outboard number 3. They expect to have number 3 and number 2 completed by the end of next week. They have been able to speed up the process somewhat by introducing limited amounts of Black Beauty (coal slag) into the walnut shell medium.

The yard surveyors ran their sights today and there is no significant change in the shape of the boat. I verified this tonight with laser measurements.

Dwain, that is a darn big plate!

On Thursday morning, the 4th of March, I travelled down to the fab shop at the new facility to watch and videotape the flipping of the three bottom plates joined by the new welding procedure. However, when I got there, Dwain decided that he wanted two more plates welded on so as to reach the whole length between the blocks underneath compartment 4. This would reach from knuckle to knuckle with a length of 40 feet. Returning to the boat, I performed my usual rounds of the cutting work and Lepi's activity on the port outboard compartment 3. I also had some discussions with Earl the foreman and Nick, the lead welder on the replating of the stern section. Lunch time brought me back to the fab shop where James had welded the two additional plates. The now 30 by 40 foot plate was dragged out into the open where a well coordinated crane effort lifted it vertically and laid it over. It was quite a show particularly as this was a windy day and the wind seemed to strengthen when they got it vertical. Fortunately, it was accomplished without mishap.

I sat down with Dwain that afternoon and we laid out the replating procedure for the stern. When the overlay was removed on the stern, it had significant gaps between it and the original plate. This made the tunnels deeper which would reqquire greater compound bends of the sheet steel. Fitting this up to make tight butt joints would be impossible without a computer controlled bending process. McGinnis does not have this. No shipyard on the Western Rivers has this. Accordingly, as there is little stress in the stern area and to facilitate the replating process, we will be going with split sheets (4 foor wide) and lapping the joints. When the overlay was taken off the stern, it revealed the lower carrier (gudgeon) bearing which protrudes beyond the surface of the original plates. There was some cut trim on one of the bearings from time before (?). It still protrudes. I do not want to remove or discard those bearings. Accordingly, they will be boxed in with a truncated cylinder over the new plate. This will show the position of the rudders where it was not visible before.

Friday, the 5th, I returned to the fab shop where James had welded up the backside of two of the plates with two welds to go. Paul Tucker from Lincoln Electric showed up with the new written weld procedures that had been qualified previously on the plate with rounded corners. I already had the test coupons. The resulting welds are coming out very well with full penetration and with no requirments to gouge out and repair.

Initially that morning, it was decided that the stern replating could start on the 8th. However, that got changed to Tuesday as Dwain had to go out of town Monday. The trimming work in both the stern area and in compartment 4 is progressing steadily. The hole in the transverse bulkhead between compartment 4 and 5 inboard starboard has been closed with an insert plate. The holes in the longitudinal bulkheads cut by Lepi can remain open to facilitate the welding operation joining the new plate to the existing frames and longitudinals. Lepi has now completed number 3 port outbaord compartment. The survey team will run measurements again prior to the stern replating.