Charles W. Morgan
Radio-Controlled Model

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Charles W. Morgan Restoration

Over the last three decades, the Charles W. Morgan has undergone two regimes of partial restoration along with annual maintenance. Despite these efforts, the inevitable effects of time on the wooden fabric of the vessel's structure demand additional extensive restoration. If left unchecked, these deficiencies will threaten the structural integrity of the Morgan and her use as a primary artifact in Mystic Seaport's interpretive programs.

Restoration Updates

10.16.09

Charles W. Morgan: Enough ceiling has been removed to permit the replacement of futtocks running from the between decks down to the turn of the bilge. (Futtocks are components of the framing. Each frame consists of several futtocks of varying lengths.) Once the framing in this portion is replaced, the ceiling will be reinstalled and the same process (ceiling removal and futtock replacement) will be repeated on the lower ends of the frames. NEW <Watch Video>

What the shipwrights have exposed is shown in a video under the 8/28/09 posting. We can now see in remarkable detail frames, salt shelves and an amazingly complex pattern of fasteners. Types of fasteners include trunnels, which affix planking, ceiling and futtocks (these run fore and aft), copper rivets and metal spikes. The shipwrights won't try to replicate the exact location and number of fasteners; rather they will document what is there and replace with new fasteners as deemed necessary.

It was thought that the MORGAN's frame was made of white oak. What we have found is that much of it is southern long leaf pine and some of its rarer cousin, short leaf pine. A wood technologist is helping us confirm the wood species. Also discovered was a "mysterious" compound near the portside turn of the bilge, which apparently had been used to plug a hole. It, too, has been sent out for analysis.

What is particularly exciting for the shipwrights in both their role as carpenters and restorers is the fact that they are looking at history which has not been seen since at least the 1880's when the MORGAN underwent a major restoration prior to her move to San Francisco. In some places this area has not been revealed since she was built in 1841. At this stage the Museum is undertaking painstaking documentation of the ship's construction. Photographs are being taken and an industrial designer has been hired to draw sections that cannot be photographed effectively.

10.9.09

Charles W. Morgan: With much of the ceiling removed, the shipwrights are pausing to assess and document progress made so far. Work has moved from carpentry to archeology, as we go through the debris which has accumulated in the bilge.

Meanwhile milling continues for the new futtocks (futtocks are components of the framing) and the scaffolding in the hold is being reconfigured to ease access to the frames. The shipwrights were surprised to discover that much of the framing thought to be white oak is in fact southern long leafed pine. The pine futtocks are thicker than those made of white oak. We plan to replace them with the same type of wood as they were originally made from, so we are going to need to acquire additional yellow pine.

The shipwrights will spray another coat of anchor seal on the hull to suppress drying. On the inside propylene glycol will be used. The object is to keep ahead of plank shrinkage. Foam will continue to be inserted in the seams of the underwater hull planking. This planking has held up quite well as revealed by an the inspection of the hull facilitated by the ceiling's removal. As it turns out the planking may be in better shape than anticipated, although there are some waterline planks which certainly need to be replaced.

10.2.09

Charles W. Morgan: With the announcement of the Museum's intention to sail the MORGAN after her restoration, the scope and timeline of the project has changed. Shipyard personnel knew this would be the case when they undertook a feasibility study to determine the practicality of sailing her. According to Seaport President Steve White the cost to restore the MORGAN to sailing condition will be $6 million and the expense of sailing her will be $2 million. Originally it was planned to relaunch her in July 2011. This date has been extended to 2012 with the intention of being at sea in the summer of 2013.

Going into the restoration project, the shipwrights planned to replace much of the planking, ceiling and framing of the underwater hull along with the stem, some of it historic material original to the vessel. This undertaking was necessary to restore sufficient structural integrity to the hull to permit MORGAN's return to Chubb's Wharf as a static exhibit. Additional work is now required to achieve the goal of getting her underway. Several spars, including the bowsprit and the lower foremast, were planned to be replaced. This number will now undoubtedly change and the condition of the rigging and sails will be reevaluated. Systems will be upgraded, including heating and ventilation, and further naval engineering assessments of stability and ballasting will be undertaken. There is, of course, a tension between balancing responsible preservation and the requirements to sail her safely.

Progress on removing the ceiling has accelerated with the completion of the between decks overhead crane system. With the ceiling's removal much of the framing is now exposed. The shipwrights have verified what they expected; there are many rotten frames and planks. They are consulting with a wood technology expert from Syracuse University who has offered his expertise.

Sailing the MORGAN is no small logistical task. She will categorized by the Coast Guard as "an uninspected passenger vessel," which means among other things that she can carry up to twelve passengers in addition to crew. Consideration is being given to using ROANN as an escort and support vessel. Temporary systems will be installed to provide navigational and safety features.

8.28.09

Charles W. Morgan: Fabrication of the overhead crane in the lower hold should be completed next week. This assembly is highly engineered. It consists of four tracks on the underside of the lower deck, two on either side of the amidships stanchions, which support the deck beams. In addition to providing the shipwrights with leverage to remove large pieces of the MORGAN's structure, the outboard tracks will support the edge of the lower deck, when it is disengaged from the clamp. Heavy steel rods will extend from these tracks up through the main deck, where they will be secured. <Watch Video>

Non-destructive testing of the hull and fasteners will begin soon. The technique used is sonic testing, which is also utilized to monitor the surprising number of wooden bridges around New England. Not only will the tests indicate the condition of the framing and planking it will also help the shipwrights assess the feasibility and desirability of additional remediation of the hog.

Approximately one half of the hog has been eliminated, which was the original goal. There is a definite change in the shape of the hull, evidenced by movement in the vessel's sheer lines and the downward sloping of the gangway at the top of the stair tower. This was precisely level at time of completion. Work on the hog has been suspended pending an evaluation.

Milling will recommence this week. A couple of the shipwrights have been culling the "Katrina" live oak at the rear of the main parking lot. They have identified the pieces to be cut for the new stem and several knees. As part of the hog remediation process, the bow has been raised somewhat. Because much of the bow is newer material from previous restorations, in some ways it is a separate structure. Part of the engineering puzzle will be to provide enough longitudinal strength to join the older and newer portions of the hull and to resist the hull's normal tendency to hog.

Read past restoration updates:

<June - July 09> | <May 09> | <Apr - Mar 09> | <Feb 09 - Nov 08>

Restoration Currently in Phase III

Major structural weakness has been identified in lower portions of the Morgan's underwater hull structure and shipyard workers are now in the early stages of phase III of the vessel's long-term preservation.

When the Morgan was first hauled from the sand in the 1970s, work focused on watertight integrity through bottom caulking and sheathing and little or no framing was done at this time. During the early 1980s, major restoration work focused on fore and aft below waterline framing, sternpost, topside areas, deck and deck structures. Decisions were made at each event not to proceed beyond a certain point in order to maintain historic integrity, knowing that work would inevitably need to continue at a later date.

In 1996, a survey conducted by staff shipwrights indicated framing and planking in a general band around the vessel -- approximately 8 -10 feet in height -- beginning at the wind and waterline and extending to at least below the turn of the bilge would need major work in the next cycle of restoration. An additional survey completed in 2002 by Captain Paul Haley of G. A. Full Associates, Marine Surveyors, confirmed the shipwright's findings.

Over the Next Three Years

As presently conceived, the three-year project will extend beyond the limits of wind and waterline to include lower bottom framing, interior ceiling, partial keelson replacement and stem replacement. Remediation of deformed (hogged) sheer line will also be undertaken. It is anticipated that this work will be sufficient to address the Morgan's major structural needs for the next 20 years.

All work will be completed by using historically appropriate materials and techniques, in accordance with guidelines set forth in the U.S. Secretary of the Interior's Standards for Historic Vessel Preservation Projects.

Throughout this exciting restoration, visitors are encouraged to observe the process in the shipyard.

Research and Documentation

During the more than 60 years of Mystic Seaport's stewardship of the Morgan, extensive research has been accomplished related to this vessel's history. In 1973, the Museum published The Charles W. Morgan by John F. Leavitt, which chronicles the ships more than 80 years of active service. Mystic Seaport's Watercraft Documentation Office, established during the first phase of vessel restoration in 1973, has maintained excellent work progress logs, photos and architectural drawings of all preservation work undertaken.

As Mystic Seaport begins phase III of the Morgan's restoration, the Museum will continue this high standard of documentation and recordation of the vessel and the work performed.