Well, friends… it’s been 5 years and in some ways it feels like we were just in Norfolk, but in other ways there have been massive changes. The ship’s future has been threatened with not finding a berth in Baltimore until fairly recently (see recent press release here). We’ve lost many crew members from death or life circumstances, and there have been other changes. We’ve gained new crew members, and some who were AB’s or 3rd mates are now Chief Mates, Captains, and Chief Engineers. A HUGE thank you goes to Mike Schneider who not only was our point person for shipyard (once again) but he wrote this up so that you could understand the reason we go to the shipyard and what work needs to be done this time around.

JOHN W. BROWN will sail to the shipyard January 4, 2020. After the original two planned drydock dates (in September 2019 and March 2020) couldn’t be accommodated by the shipyard, the ship now has a firm docking date of January 9th. The ship will depart Baltimore on Saturday January 4th for the overnight voyage to Norfolk and enter drydock at Colonna’s Shipyard later that week.

The ship is normally drydocked every five years, unless a major repair requires a shorter interval. This is to comply with Coast Guard regulations. Even if docking weren’t required, a prudent shipowner, as Project Liberty Ship is, would put a ship on dock periodically to inspect and preserve the underwater hull and fixtures that can’t be seen or serviced while the ship is waterborne.

The ship is expected to be on the dock about four weeks. However, the actual scope of work won’t be determined until the ship is on dock and the initial inspections are completed by the yard, the Coast Guard, and our crew members. This will be the BROWN’s fifth consecutive docking at Colonna’s Shipyard in Norfolk, the previous ones having been in 2003, 2006, 2011, and 2014 (pictures shown next).

The work package for this drydocking consists of 24 specific tasks. Most of them (14) cover routine work performed each time the ship is docked. Included are cleaning and painting the hull; inspecting the rudder, propeller, and the outer portion of the propeller shaft; overhauling 17 hull valves; replacing the zinc anodes on the hull (that inhibit hull plate corrosion); cleaning and inspecting the 12 double bottom tanks (located between the ship’s inner and out bottoms); and cleaning and painting two water tanks.

In addition to those “routine” tasks, there are nine items of repair work which are beyond the capability of the volunteer crew and that must be done on dock. These include work to cut out and replace wasted portions of the ship’s structure, replacing three key valves, replacing a deteriorated 3” piping run in the engine room, making permanent some temporary repairs done previously by the crew, and replacing three large rubber expansion joints in a sea water line. The planned hull plate replacement work was done in 2014 and none is expected this time.

Most of the volunteer crew sailing the ship to Norfolk will be returned to Baltimore by bus after the ship is moored at the yard. A few volunteers will remain with the ship during the drydock period. They will monitor the work, oversee and inspect certain tasks, and provide assistance to the shipyard workers as needed. There are no significant tasks that will be performed by the volunteer crew while at the yard.

The drydock period is scheduled to last about four weeks and JOHN W. BROWN is expected to be back in Baltimore by mid-February. Hope this was informational and interesting. As always thank you for supporting Project Liberty Ship and the SS JOHN W BROWN.

Project Liberty Ship, Inc is a 501(c)3 non-profit, all-volunteer organization engaged in the preservation and operation of the historic ship JOHN W. BROWN as a living memorial museum. Gifts to Project Liberty Ship are tax-deductible.

Riveting began with the first iron hulled ships in the early 1800's and followed on the way blacksmiths joined two pieces of metal together. As new technology was developed the process could be done by fewer men and more efficiently.

Liberty ships continued to be built with rivets after welding hulls had become more common. Skilled rivet teams were plentiful and welders were still learning their trade. Welding also came with problems of cracks and fractures. The riveted hulls of the Liberty Ships produced at the Fairfield shipyard did not experience any failures. The method used produced extremely strong hulls and the ships were in great demand even after the war for this reason.

The challenge to having rivet work done today is that there aren't many people who can do it. Beyond skill it takes strength and endurance. The rivet gun is heavy and most of the work is done facing upward on the bottom of the hull. A visit to the shipyard takes a great deal of coordination, and money. One way to raise funds for new rivets is to place old rivets in good homes. For a tax deductible donation you can own your own piece of history. Once you've read through the blog and watched the video you can CLICK HERE and send for your own rivet on a commemorative stand.

Our Rivets are available for a donation of $100. We invite all donors to pick them up on the ship on April the 11th from 11am to 2pm. We will offer light fare, VIP access to the ship and the ability to have a preview of some of the new parts of our Living History Cruises. If unable to attend April 11th, we will ship the rivets at that time to the remaining donors.

Here's a video showing the process of riveting the hull. This is our own JOHN W BROWN at Colonna's Shipyard this past fall.

Work begins in the plate shop. The steel plate has been cut to size and the holes are being drilled for the rivets.

The sized steel plate has been fitted into place on the ship’s hull. The butts of the plate are tack welded into place and the seams will be riveted.  This arrangement gives the hull more flexibility and strength than an all welded hull. — The sized steel plate has been fitted into place on the ship’s hull. The butts of the plate are tack welded into place and the seams will be riveted. This arrangement gives the hull more flexibility and strength than an all welded hull.

This is a reaming tool.  Once the two plate have been lined up this tool makes sure the holes for the rivets are perfectly matched and the same size. — This is a reaming tool. Once the two plate have been lined up this tool makes sure the holes for the rivets are perfectly matched and the same size.

The riveters will measure the thickness of the plates to be joined by the rivets.  Here a rivet is cut to the proper size.  The hull plates are thinner than the keel plate so it is important to measure. — The riveters will measure the thickness of the plates to be joined by the rivets. Here a rivet is cut to the proper size. The hull plates are thinner than the keel plate so it is important to measure.

The rivets are counted and arranged in the order that they will go into the forge.

This way the rivet team works seamlessly in getting the job done.  It’s a six-man team so organization makes the job run smoothly and quickly. — This way the rivet team works seamlessly in getting the job done. It’s a six-man team so organization makes the job run smoothly and quickly.

The rivets are heated to over 2000 degrees Fahrenheit in a kerosene-fired forge.  This team member knows where the rest of team is in the process just by listening. — The rivets are heated to over 2000 degrees Fahrenheit in a kerosene-fired forge. This team member knows where the rest of team is in the process just by listening.

The timing for heating the rivets is crucial as there is a small temperature range to get the hot rivet into place and the end peened over.

You get a nice glow on a rivet at 2000 degrees Fahrenheit.

The two plates are initially bolted to hold them into place.  The riveters remove the bolts and replace them with rivets. — The two plates are initially bolted to hold them into place. The riveters remove the bolts and replace them with rivets.

The bolts are placed in a W pattern.  When the first set of rivets has been installed the bolts will be removed and the remaining rivets will be installed.  The rivets are inserted from the inside of the hull.  You can see the peened … — The bolts are placed in a W pattern. When the first set of rivets has been installed the bolts will be removed and the remaining rivets will be installed. The rivets are inserted from the inside of the hull. You can see the peened rivets on the right of the photograph and the empty holes on the left.

The rivet is held in place from the inside of the hull and the pneumatic drill peens it into place.

Seen above: The double bottom tanks of the BROWN do not offer a spacious work environment for the "Bucker." There are at least two men in the tanks at any time during the process.

This riveter is using a caulking tool to assure that the seam is watertight.  This is not your ordinary caulking gun.  It forces the edge of the outer plate tightly against the inner plate. — This riveter is using a caulking tool to assure that the seam is watertight. This is not your ordinary caulking gun. It forces the edge of the outer plate tightly against the inner plate.

You can own your own piece of history! CLICK HERE to make a tax deductible contribution to the Rivet Drive. All contributions will go towards keeping the JOHN W BROWN in tip top shape and sailing for years to come.

Project Liberty Ship, Inc is a 501(c)3 non-profit, all volunteer organization engaged in the preservation and operation of the historic ship JOHN W. BROWN as a living memorial museum. Gifts to Project Liberty Ship are tax deductible.

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