B08_Attach_5_Friendhsip_repair_survey_dec_2017.pdf

508-255-6685 fax: 508-255-6635 Capt. Paul C. Haley, NAMS-CMS Capt. G. W. “Giffy” Full, NAMS-CMS

P.O. Box 308 West Hyannisport, MA 02672

December 15, 2017

E-MAIL: captfull@aol.com www.gwfull.com FILE#: 6025

CELL#: 508-560-2778

Mr. Paul DePrey

National Park Service

Salem Maritime National Historical Site

160 Derby St.

Salem, MA 01970

RE: FRIENDSHIP OF SALEM

DOC: 1103389

HULL#:

TYPE: REPLICA OF A 1797 SALEM EAST INDIAMAN

VISIT REPORT # 5

Dear Mr. DePrey:

This is to certify that on December 12, 2017, at the request of Capt. Jeffrey

Bumagin of the Salem Maritime National Historic Site, the undersigned marine surveyor attended onboard the above captioned vessel, a replica of a 1797 Salem East Indiaman of wood construction. The vessel was inspected while on the ways at the Gloucester Marine

Railway in Gloucester, MA. The reason for the visit was to inspect the area of the stem where it joins the gammon knee and the areas of the laminate that run into the keel. It has been determined that there are some rot issues here. This was a follow up to previous inspections the most recent being January 9, 2017.

As was noted in that report, in the stem laminations there were areas of poor to marginal areas of laminate that had become deteriorated. At that time a determination had been made that the stem would need to be cut back to where the laminates appeared good and then new laminations fit in in a staggered fashion running from the end of the previous Boothbay work down to just before the forward bilge block on the railway car.

The black marker, line in the following picture, indicates the proposed step back line for the new section of the stem. This was the plan prior to any of the newly discovered areas.

~CAPT. G. W. FULL & ASSOCIATES – MARINE SURVEYORS~

“FRIENDSHIP OF SALEM” VISIT REPORT PAGE 2

STEP BACKS SSTARTED – BLACK LINE INDICATES PROPOSED DEPTH

In order to get to the point in the above photo, the forward hood ends had to be cut back to expose the stem laminates. When this was done, further areas of deterioration were found in the stem laminates that had been covered by the hull planking. This now presents a further problem. If these are to be repaired, the scope of the stem project will need to be re-visited. These areas are in the laminates with a section being poor, but the layers on either side being good. In looking at this and the ship, poor wood should not be left in the stem as over time it will continue to migrate.

In looking at the areas and the laminates, it is apparent that the stem repair would not have to extend beyond the first bilge block to just before the second and possibly beyond. To look at this the fiberglass will have to be cut back and some of the hull shell planking will also need to be cut back. From what can be seen the stem would be cut back to the rabbit and stepped out from there. This is a major increase in the scope of the work. As can be imaged it is important to get all the deterioration out of the stem to prevent further work later. Once completed, this area gets covered by fiberglass and going forward is not redly able to be inspected. The following photos show some of the areas that have been discussed.

“FRIENDSHIP OF SALEM” VISIT REPORT PAGE 3

EXAMPLE OF ROT POCKET

THE ABOVE PHOTO SHOWS THE ROT POCKED FROM THE PREVIOUS PHOTO

“FRIENDSHIP OF SALEM” VISIT REPORT PAGE 4

SAME PHOTO FROM ANOTHER VIEW

VIEW OF ANOTHER AREA THAT WAS BELOW THE PLANKING

“FRIENDSHIP OF SALEM” VISIT REPORT PAGE 5

ROT IN STEM BEHIND BOLT AREA

The question comes as to how these areas of deterioration happened. It appears to be two fold. First as has been noted in previous reports that water migrates through the planking and in this case where the planking meets the stem. The other is that moisture is migrating along the bolt threads and that travel along open laminates in the stem.

The following photo is a cross section of the stem. The dark area shows how the moisture travels along the and into the laminates. In the plan going forward the new bolts will not be threaded and will be potted to prevent the moisture from traveling down the bolt. The threads act as a path for the moisture to travel as they cannot be fully sealed.

“FRIENDSHIP OF SALEM” VISIT REPORT PAGE 6

THE DARK LINE FOLLOWS UP TO A BOLT JUST BELOW THAT HAD BEEN REMOVED

It can also be noted in the above photo that the laminates are made up of three vertical sections. These are glued and bolted together which gives another way for the moisture to travel into the inner laminate. The original plan does not show this configuration. It shows full width laminates glued together.

THE ABOVE IS FROM THE PLANS SHOWING THE ORIGINAL LAMINATE SCHEDUAL

Now all the above discussion describes what needs to change in the scope of work and also a discussion as to why some of these issues are showing up. Obviously this is a major change and a change in the dollars attributed to the project. It can be expected that

“FRIENDSHIP OF SALEM” VISIT REPORT PAGE 7

a question will arise as to whether there is another way to accomplish a repair. There can be, but there are dangers with it. What has been outlined above it the best method that will remove the majority of the damage and maintain the structural integrity of the structure. Anything less that the above would mean that at a later date, this area would have to be revisited and further repairs undertaken. This would be most likely due to the fact that spores left in the stem would continue to be aggressive. In order to get back to this area the present work would have to be removed.

That all being said, there could be a combination of continuing the present repair and treating the stem part that was planned to remain. The significant bad areas would be cropped out and then these areas treated with a borate solution. Once dry, large areas could have graving pieces fit in, and small areas filled with epoxy filler. Any flat surface areas could be cut back and have a graving pact that could be glued to. Once this was done the original stem repair could be completed. There is no guarantee as to how long this would last before it would have to be addressed again. Needless to say, the first mentioned method is the preferred method.

Also at this inspection there was some discussion with regard to the layup of the hull planking in the ship where the major repair. On the original construction the laminates can be spaced out with good long overlaps so each hull layer acts as a backing for the previous layer. When there is a repair needed in an area like the forward hold, the full length over laps can’t always be done. Shorter versions need to be considered. Where possible scarf of 12 to 1 should be used and as areas get to close it could reduce down to

6 to 1. Scarfs should not be next to each other either alongside or in length. There may be areas where this is not doable due to the close proximity to other structures. In that case common sense can be used. On the bottom there are 4 wood layers with the 5 th layer being fiberglass. The inner layer is 1 ¼” x 1 ½” strip planking. Next two layers are 3/8” x

4 to 6” laid 45 degrees to each other and the outer layer is again 1 ¼” x 1 ½” strip planking. In laying up the repair a scarf in a planking layer should not end up onto of a scarf below it. They should be staggered. There may be areas where they have to be closer together, but this should be kept to a minimum.

The above report is only to address the areas described and not other areas of the ship. Other areas of the ship are addressed in the survey report dated November of this year. This report is submitted without prejudice and for the exclusive use of the National

Park Service and/or its agents. It cannot be passed on to any others without the express permission of Capt. G. W. Full & Associates, Inc.

“FRIENDSHIP OF SALEM” VISIT REPORT PAGE 8

This report is submitted in good faith and constitutes a description of the condition as than found. The surveyor assumes no responsibility for any defects and is to be held harmless for conditions subsequently arising. This report does not warrant expressly or implied, or guarantee the condition of the above yacht. This inspection was only an inspection of the outlined damage.

Respectfully Submitted, CAPT. G. W. FULL & ASSOCIATES, INC.

By: Capt. Paul C. Haley, NAMS-CMS

Certified Marine Surveyor