Today the shipwrights replaced the crush blocks at the keel for the third time. Crush blocks are sacrificial soft wood pieces set on top of hard wood keel blocks which support most of the ship’s weight. As the hull settles, the crush blocks are pinched. They are removed with a chain saw and replaced.
The shipwrights are still working on developing an efficient method to keep the hull wet. The rain this past week has week helped. Additional applications of Bora-Care and AnchorSeal have been made to the starboard side, which has the benefit of locking in moisture because of their white reflective nature.
The shipwrights are starting to let the hog in the MORGAN to drop by natural gravity force. Hogging is the tendency of vessels to sag at the stem and stern ends due to the less buoyant nature of these parts of the vessel as compared to the amidships.
In order to document all changes in the hull, no matter how slight, the Research and Documentation staff will be taking measurements using an electronic measuring device.
The sheathing is almost off of the port side. Removal has proven to be an onerous and dirty task. Not only does the copper sheathing and wood need to be removed, the tar between the sheathing and the planking has to be scraped, allowed to dry and scraped again.
Installation of the brackets to hold the hull stanchions commenced this past week. The hull stanchions will support the vessel while many structural parts are removed to be replaced.
The Charles W. Morgan is taking on a dramatic new look. Framing for the shrink wrap cover is almost complete and the shrink wrap will be installed on the next calm day.
The Morgan’s stair tower is in place on the starboard side. The walkway connecting the tower to the deck will be installed soon, allowing the deck to be open for visitor access.
Interior work continues on framing, planking, and ceiling. As the framing and planking is removed, the vessel weight will need to be supported. Exterior supports are being installed to shore up the ‘tween decks areas.
Measurement of the ship’s lines has been completed. Copper sheathing is being removed, identified and marked. Shipwrights are patching the deck leaks, selecting woods to be milled for framing, and developing the methodology to raise large timbers up to deck level and then down below.