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Repairs, 2010

Off to the Caddell Dry Dock and Repair Co., Inc. to finally repair that nasty damage we got on the shaft last fall. The bronze sleeve on the shaft in the packing gland had delaminated!

Day 1: March 8th, 2010, 0600

On the way to Caddell's
Underway early in the morning. Henry Marine generously donated the towing using tug Robert IV. Their very capable crew pushed us out of the creek, then came alongside for the rest of the way. Thank you, Henry Marine!
In the drydock Making sure the tug is in the center of the drydock
At 1440, we started in and were high and dry an hour later. This "divining rod" indicates that the tug is in the center of the drydock--a critical bit of information, since a listing drydock is a very scary situation.
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Day 2

John Tretout, from Amorica Paint Sales; the paint man at Caddell's; and Charlie Deroko, our repair and construction surveyor, all agreed that the 5-year old coatings on the hull are in extremely good shape and will not need a comprehensive going over, but just spot-chipping and painting at the water line. The zincs are all very much intact: the 50% rule applies here--replacement if 50% is wasted away. We have 10-15% waste at the most on the zincs.

The propeller looks in very good shape and will not have to be sent out the be reconditioned.

Dogs holding the drydock together Steve Kalil and his machine shop head talk about removing the shaft
Steel fastenings called "dogs" are used to hold blocks together in the drydock. The head of the machine shop and ,Steve Kalil, the president of Caddell's, discuss the shaft removal.
Charlie Deroko looking at the hull\
Charlie Deroko and the stem. Charlie will run the job for us in the shipyard. Tug Pegasus on its blocks.
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Day 3

Since the shaft was the major scope of work in this shipyard haul, there had to be a crew of shipyard workers at either end of it.

The first few days, the crew in the engine room, at the forward end of the shaft, were taking apart the coupling that attached the forward end of the shaft to the gear connecting it to the engine. In the disassembly process, the coupling and related items were measured for trueness so that alignment would be perfect when re-assembled.

At the after end of the shaft, another team was working to take off the propeller and subsequently remove the shaft itself. As the rudder was too complicated to drop, a hole was burned into the rudder to enable shaft removal easily now and forever.

The propeller is removed and chainfalls are rigged to remove the shaft. Hector, touching up around the waterline.

The coupling holding the shaft inside the boat came apart today. The steering wires came off the quadrant on deck, as the rudder needs to go to 90º position. A reinforced hole is made on the rudder to permit shaft removal without disassembling and removing the rudder.

The coupling is attached to the shaft and the other half to the stub shaft that goes to the gear box. The shaft inboard is free of coupling and has actually been pulled out about a foot here.
Sergio and the wrench he had to make for the nut that holds the coupling onto the shaft. The nut can be seen above. The welders line up where to burn the hole in the rudder, through which the shaft is removed.
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Day 4: 0800

The shaft is out.

Shaft on its way to the machine shop
Shaft on its way to Caddell's machine shop.  

The shaft's two bronze sleeves, which are about 1/2" thick, are wearing pieces for the shaft at the two points where the shaft gets wear, and, in this case, tear: in the stern at the cutlass bearing and in the forward end where the shaft comes into the engine room, through the stern tube that goes through the after ballast tank.

At the forward point, the shaft tube is packed with flax packing and a packing gland to keep the water out of the engine room. It is here that 7.5" of the bronze peeled away. This compromised the ability to pack the tube and could be dangerous if we ran the boat.

The damage is caused by heat: over tightening the packing, a rope on the end of the shaft that hampered the cooling of the shaft through the cutlass bearing.

The shaft


The shaft diagram

Welding the rudder hole
Abdul welding on a serious rudder hole for the shaft to go in and out. Waterline touch up: all paint is marine, military spec, epoxy paint.
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Day 5

The engine-room crew was cleaning and painting the stuffing box itself and cleaning out the stern tube, through which the shaft goes to the stern end of the boat.

The stern-end crew was refining the hole they made by inserting a huge pipe in the hole to secure it properly and big steel pieces--cheeks--to stabilize the hole against vibration and fair the pipe into the rudder.

Propeller shaft hole with the "light at the end of the tunnel." Heating and drying the stuffing box after it was scraped and cleaned of rust; now the surface is faired out with epoxy.
Mohammed welding on rudder hole. New tapered "cheeks" alongside rudder hole, used to fair the rudder hole going through the water.
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Day 8

Day 8 followed two days of no activity--the yard was not working on weekends at that time. Monday was mild but dark and raw--a day ending a wicked northeaster. For some communities, it was a 50-year storm.

The electricity was out on Dry Dock No. 8 so the Peg was dark and cold. Fortunately the heat was not off for long, so the inside served as refuge for getting out of bone-chilling, raw conditions.

Welding progressed on the rudder hole with Abdul and Mohammed welding. New sleeve shrunk-fit on today. It needs to be trimmed in the lathe. The non-sleeved areas will be fiberglassed to preserve the steel of the shaft.
The rudder hole enables the shaft to go in and out without disturbing the on-deck flange for the rudder post. It also serves to avoid burning a hole in the deck of the drydock to drop the rudder. Our shaft is 21' long. Having the shaft micrometered on the lathe; findings so far have been positive, revealing no sign of poor alignment.
Julie Nadel inspecting the shaft.
Our fearless leader, Julie Nadel, checking out the repaired shaft in the machine shop at Caddell's. Mohammed and Isaak making a new rope guard forward of the propeller to keep out rope that might clog and bind and make things overheat.
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Day 10

We had volunteer and great blogger, Will Van Dorp ( aboard today. Will helped finish up the sea valves with Charlie Deroko. Charlie has pulled them to inspect and recondition them as needed. Will also scrubbed the decks in the engine room.

Rocko and Sergio have been working at the forward end of the shaft, on the coupling, and this week reconditioned the inside of the stuffing box where the packing goes.

Rocko and Sergio

Propeller and its history

Rocky and Sergio are cleaning the propeller with this air-driven wire wheel of proportions typical of shipyard tools. These are all the dates that the propeller has been reconditioned. "Reconditioning" can be anything from a small ding to most of a fluke missing.
Photo: Will Van Dorp
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Day 11

The big day--the shaft goes back into the tug.

Shaft returns to the tug

The shaft from the shop is hoisted into place.

Five chainfalls, five men, and a crane are needed to start the shaft into the tug. The shaft is crowning inboard.

The propeller is in place, waiting to go back on. The packing gland is back on.
The after half of the coupling is eased onto the shaft as it makes it way into the boat.  

A plate over the rudder hole was made to keep the water running fair around the rudder. It can be easily "washed" off with a torch when needed again.

This and all the outside work was work was cleaned and painted and anti-fouling paint applied. All these pieces were put on today and were heated up so the piece would expand, but then left to cool for a day before the final tightening to create a shrink fit.

The propeller nut is heated up so it expands, and then left to cool overnight before the final tightening.

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Day 12

The rudder hole is covered with the last coat of anti-fouling paint to deter marine growth.

The rudder hole is covered with anti-fouling paint.
Tightening the propeller.

Nick making the last whack to tighten the propeller. The coupling pieces secured, having had their last tightening earlier today.

The packing gland, secured and full of 7 rings of new packing. The shaft is fiberglassed to protect it and the new sleeve. Last dry moment: Friday evening.
Nearly afloat.

In the water.

Nearly afloat...
Photo by Will Van Dorp
Floated off the dry dock and laying comfortably next to Caddell's carfloat.

Day 13

Saturday, Frank Zic, our engineer, headed down to the shipyard to do dock trials: check the steering, engine temperatures and juices, and the shaft-packing gland.

We were joined by friend and fellow board member Jan Andrusky. Jan came out on Saturday offering to drive the car back to Jersey City, as Frank Zic our wonderful engineer would be aboard running the boat. We all forgot that plan and Jan inadvertently made the trip!

We had a smooth, and lovely little trip back to Morris Canal in Jersey City. See a nice little film of the re-launching on Will Van Dorp's blog Tugster:

On the run back to New Jersey

Frank Zic

1140: Departed for the 1-hour run to our berth in Jersey City. Frank Zic, Engineer Extraordinaire.

Steve Kalil holds many things together in the operation of Caddell Dry Dock and Repair Co., Inc. It was a wonderful experience working with him. Our project is one of the smaller jobs that goes on in that yard.

Steve and the people who worked on the tug Pegasus were all extremely knowledgable and great to work alongside.

We'd like to thank Caddell's and Steve Kalil for making an in-kind donation for some of the work that was timely to do then and there but was not in the scope of things. Thank you.

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