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.
Monday, August 2, 2010
Monday, July 26, 2010
"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.
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.
Monday, July 12, 2010
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.
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.
Monday, June 28, 2010
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.
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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.
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Monday, June 14, 2010
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/
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/
Monday, June 7, 2010
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.
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.
Wednesday, June 2, 2010
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.
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