HOLD

See Sheets 4, 5, and 10 Hy

Description iH

The cargo hold extends from the collision bulkhead at frame 5
to the engine room bulkhead at frame 49. The hold is a single
open space, though a ’tween deck has been added. This deck
extends from frame 11 to the forward end of the hatch at
frame 26. It is a plank deck on composite steel and wood
beams. The forward end of the hold is occupied by the
chainlocker and a large riveted iron water tank supported on a
platform. The hold is now empty except for some gear which
has been stowed on the ’tween deck. Access to the hold is by
ladder through the main hatch and through a breach in the
previously watertight engine room bulkhead. The main
structural members of the midbody: the ceiling, clamps,
keelsons, deck beams, pillars and knees are viewed in this
area.

Condition

The main hull structure is seen to be in generally poor
condition in the hold area, particularly in way of the main
hatch. This condition is due primarily to continued rainwater
saturation. Exposure to rainwater likely occurred over the
years in way of the hatch, and more recently, throughout the
area beneath the exposed main deck due to open seams and
rotting deck planking. Ceiling strakes between the assistant
keelsons and the lower ends of the hanging knees (13 strakes
per side) are generally rotten with severe nail sickness
around approximately 80% of the iron fastenings. The upper

‘two ceiling strakes and the three clamps are in better
condition, port and starboard, yet rot was seen behind the
hanging knees in many locations.

An area of severe deterioration and disintegration of ceiling
is seen at frame 36, below the aft end of the hatch. This
condition is likely due to dripping of condensation saturated
with iron oxide from the rusting channel iron reinforcing the
deck beam above. The keelsons and assistant keelsons, which
form the main backbone of the ship, are rotten variously in
the hold area. Borings revealed rot in both keelsons and
assistants in the area of frames 11 to 12. The top two
keelson timbers are severely rotten in way of the hatch, and
"dutchmen" have been fitted as a partial-repair. A break is
seen in the top keelson timber at frame 37, probably the
result of deterioration combined with severe hogging strains
when afloat.

37


GENERAL NOTES
a \ VAPAMA WAS TEGMED A“SINGLE-ENDED {HAVING ALL
_ | Zaaso GeAa roawagD OF THE STACK. ADOUBLE-ENDES

RAD ZEA FORE AND AFT)

\ . 2.THE CARGO HANDUNG SYSTEM WITH “Wo BOOM AND

\ WNGnes ON ONE MAST WAS TEQMED "DOUBLE CEAGTM

EN THE VEST COAST. THe Tyo wiet FAS wen,

accias |\ ANECTED To A HOOK WITH HEAWY SWIVELS, SHACKLES,

eeiote—_\ AND DINGS (CALLED A BLACKSMITH SOP") TO MAKE THE
FALLS UNREEL WITH NO LOAD.

BTREW INCHES ARE"COG WINCHES? THEY ARE ALWAYS IN
SEA2 Avo GEVEGSIBLE. ONE WicH Sarvea OPERATED
FE “WO SINCHES OF A°SET, MAU LineS AMD SLACKING
Tae FALLS TORAISE, SWING AND LOWEZA LOAD.

Aw He BIGEING ELEVATION, THE Tt FTS ARE
DRY SHOWN ON THE INDOAZO BOOMS FOR CLARITY,
AND THE GUY 1S SHOWN ON THE MZ SEAT ONLY,

5 7a@ 300M GUYS VERE VUALLY SET Ur WITH A BRIDLE
TS MAKE THEM LEAD PROPERLY, AS SHOWN ON THE PLAN

| OF HENS Z GEAR.

G.7ae SEA IS SAID TO NAVE HANDLED G 107 TONS
WOHOUT UNDUE STRAIN,

7.FEAAE MARKS OW PLAN CENTERLINE SHOW 2-6" FOAME
SPACING FOU DEFERENCE WITH OTwER DRAWINGS

B.STINSING 2.66 NG WIRE SIZES az
Marame DCGING SKE,

Stones BUNDEE

FROM AN UNDa-ES,
RY DAW. DS CKHE, STEAM,

RACES: THE FOREMAST 2AcR 5 ABOUT 124; THE
Wm MASTAND STACK ZAKE 2°.

TH SPOING STAY WAS SETUP WiTMTM B_oces DEADEVES,
FRA SIEZING, THE METHOD USED CammeoT BE DISCERNED
FES BEMAINING PHOTO GRADHS.

| FORESTAY—> = MEADSTAY

tig" DIA M6 DIA. 67 OE
e

- WIRE LUMBER SLING Twine

[SORES ES aes)

FREE rere

3-SuRouDs.
Mie Dia.
Conecrs

N@1 CARGO Gag

GinBLock~

wincwes — Dn
MOTE NES zL

Loap wATERUNE

pacesmTe Gur Line cHasea
SH50/ MOOK? (rais)

50 50 1520
8!
SCALE OF FEET

TITLE OF SHEET TORAWING NO.
Steam Sthooner WAPAMA

RIGGING ARRANGEMEN

a Historic Structure Report


The WAPAMA is the last survivor of the approximately 235 steam
schooners built. Among the last large wooden vessels ever
constructed, these vessels were a distinct and unique American
type, evolved to meet very specific local conditions, yet
expressive of the development of wooden shipbuilding over
millenia. They were built almost entirely of indigenous
wood, and were anachronistic in the substitution of massive
amounts of timber in place of the steel strap reinforcement
which was commonly used in ocean going vessels of the period.
This reflected the scarcity of steel on the West Coast at the
time. Steam schooners were among the first vessels to be oil
fired, again reflecting local conditions such as availability
of fuel oil compared to coal, and the labor saving benefits of
oil firing in a labor scarce market. All of these factors
make her representative of distinct regional conditions.

On a local level the WAPAMA, partially built (machinery and
joinerwork) in San Francisco and serving the city in the
lumber and passenger trade, is highly significant in a number
of aspects. She is an important artifact of local social
history in that the steam schooner fleet was the path to
citizenship for countless seamen from northern Europe who
found lasting employment in these vessels. Indeed, this fleet
was known on the West Coast as the "Scandinavian Navy".

The practice, almost unique to steam schooners, of having the
crew rather than shore labor work the cargo, along with the
frequent and relatively short passages and extremely rapid
turn-around, developed a fleet which was respected as harder
working and higher paying than other seafaring trades. The
seamen attracted to this trade became a prominent part of their
era’s waterfront.

Nor was the waterfront the only aspect of life in the region
affected by the steam schooner; as the principal means of
travel along the rugged Northwest Coast well into the 1930s,
steam schooners were known to a broad population who had
occasion to voyage in them, either as first class or steerage
passengers. To the isolated coastal communities they served,
steam schooners were a lifeline, the sole means of marketing
their forest and agricultural products and of importing the
rewards of their prosperity. The arrival of a steam schooner
at such a town was as important an event as that of a
Mississippi steamboat to Hannibal, Missouri.

WAPAMA’s local significance is further enhanced by the
prominence of her original builder/owner, Charles R.
McCormick, whose lumber and coastal shipping businesses grew
to include one of America’s largest steamship lines.

For all of these reasons the WAPAMA merits preservation and
offers rich opportunities for interpretation. As the merchant
seaman becomes an ever scarcer and less distinct part of our
national workforce, the seafaring life and all its artifacts
will become a rarer facet of our cultural resources.


The limited area and location of this deck would permit
its renewal without affecting possible future efforts at
correcting distortion in the hull. Restoring this deck
as a weather-tight structure could eliminate the need for
a cover on this part of the ship.

c. The Deckhouses

Though still vulnerable and continuing to deteriorate,
the superstructure remains the most intact part of the
ship, primarily due to an extensive rebuild in the early
1960s. These portions of the structure are, in
comparison with the hull, still easily reparable. Repair
of these areas would offer interpretive benefits in
terms of appearance and safe public access, as well as
long term preservation of the structure.

The following materials take-off defines the scope of renewal
work required to insure safe access to the main deck, cabin deck,
‘and forecastle head.

Renewals for Public Safety - Forecastle Head Deck

Iten Dimensions _ Linear Ft. Board Ft.
Forecastle Head Planking 4a" x 4" 2,376 3,168
Forecastle Head Beams (3) 13-1/2"x13-1/2"x33’ nom. 99 1,504
(5)11-1/2"x11-1/2"x*22’nom. 110 1,212
Forecastle Head Bulwarks 12" x 12" nom. 84 1,008
“6, 892
Misc. (add 15%) 1,034
Total Board Footage “7,926

Estimated Cost of Forecastle Head Renewals:

@ $ 17.00 per b.f. (consistent with 1984 plan, and $ 138,000
major shipyard pricing)

@¢$ 9.00 per b.f. (1986 estimate of independent $ 71,000
contractor at present site)

@ $ 12.00 per b.f. (median rate estimate) $ 96,000

108


RAIN AT 48°
\

Nl! DOCU
S\ytfllin SE
SA ;

ny
H

WOOD SHINGLE OR
CORRUGATED STEEL

i ll

ie:

REMOVABLE
TRANSLUCENT PANELS

ALTERNATE EXIT

\

Aa "Wy
\

PROPOSED SHED STRUCTURE

T.C.M.
1986

WAPAMA H.S.R. | 52.

103



PLEASE RETURN TO:

TECHNICAL INFORMATION CENTER
DENVER SERVICE CENTER
NATIONAL PARK SERVICE


GENERAL NOTES

1, DEADRISE AND SHAPE OF BILGE ARE TAKEN
FROM ORIGINAL “WAHKEENA’ DQAWING
(i916). THE PRESENT HOG TWIST, AND SAC
OF TOPSIDES IN “WAPAMA’ PRECLUDES
EXACT DETEZMINATION OF HER O@IGINAL
SECTION.

2. DECK BEAMS HAVE 3° TO Sz" CAMBER CUT
IN TOP FACE FROM CENTER TO "HOOK.
SPACING VARIES FOOM 4-5" TOM-T!R"
WOLD AgEA.

D.FUAME SPACING OF SO” AVERAGES OUT
ACCURATELY ALONG KEEL.

A.SCANTLINGS : MAIN MEMBERS VARY BETWEEN
Yas AND Ye IN DIMENSION AND GENERALLY ARE,
LESS THAN SIZES CALLED FOG ON ORIGINAL
DRAWING OF “WAHKEENATM

S.NOMENCLATURE OF MEMBERS FOLLOWS
USAGE OF PERIOD AND LOCALE, WHEE KNOWN.
CIRCULAR GRAIN HATCHING OF MEMBERS IN
CROSS-SECTION WAS TYPICAL OF THE PERIOD.

6. HULL PARTICULARS =

(Ve" MALE OVALS-GaLu @ou BEAM ~ MOULDED — 40-48"
wT TO OUTSIDE OF PLANKING «— 41'- 1"
marine PLANK - (Mal st” ‘TO OUTSIDE OF GUARDS — 42-9"
SS DEPTH - MINIMUM (AT FRAME 48)
WAIN BAIL- 6821 BL. TO TOP OF DECK AT — 19'-0"
2-Lone1t3—2_ Re CLAMP = 5 IONE” DEPTH OF HOLD- FROM ToP OF asst.
aes ovae = KEELSON® TO TOP OF DECK BEAM:
N Bunvanys-s greaces Aaimomtay reaed se
Vit MALF OVALS, ATERWAY Bi/at THICK * 4" y =
GAL. IRON ora MAXIMUM-AT FRAME (3
ASSISTANT areows brary sTRace WATCH-FQAMED OPENING — 18-7. 2a
1 NT. . wi ax 442" 10V2"
STRINGER, 13/2 a 1te ese PRESENT AD-S.PLUMSOL ABOVE BL.
TC —seurree
% a COVERING BaAARD
PL. —— sweea sreave ano .
2 3 STRAKES, 4¥z «about 9
y HARDWOOD FACING-
5, NOTE Ne2 Yam baa nes BUILT
cP FILLE PIECE \
ithe CLAMP, 12°SDED is LAS N RY
Zs =
2-CLAMPS,II"Sivep & GUARD
HANGING KNEE. y Ae « ABOUT 9
4
10" CEILING, INSIDE. we .
MIDTHS AS NOTED Ss ] B- 4/2" sTRALES
f AT ABOUT Nz"
a
“serve nua \
sr eos
s Shia |
ELSON ny
- 15%,
1
a } -

aie"

DASELING

PREPARED TITLE OF SMEET GRAWING NO.
Steam Schooner WAPAMA — 641/80.048
' SECTION ~ORAWA se
} SHIP SECTION xa, | SHEET
PORT LOOKING AFT THERES MIDSH $57/(11]
—ure- Historic Structure Report lor 13

BOTTOM OF KEEL

‘SCALE OF FEET



The water tanks show only moderate external corrosion and the
support timbers appear sound. There is approximalely four to
six inches of water in bottom of each tank.

Conclusions

The afterpeak is, by design, not suitable for public access
or viewing. Most of the deterioration seen in this
compartment is old, though seepage through the main deck will
eventually cause additional damage. A major concern in this
area of WAPAMA is the movement seen in the stern section.
Additional shoring will be needed under the counter in order
to prevent further collapse of the structurally weakened
stern. To help prevent further decay in the afterpeak,
seepage should be stopped by repairing or covering leaking
areas above. Forced air ventilation will also help to slow
decay by moving stagnant air in this enclosed space.

Fig. 23. Afterpeak, looking aft; stuffing box and shaft
coupling. Pointer butt is seen over horn timber at top of
photo. Note offset in coupling due to hull distortion. --TCM

46


MAIN HATCH COAMING

DECK OF mARCE

CARLING

PIPES EXTENDED
TO SUPPORT DECK —~"U
IN WAY OF HATCH

THREADED COLLAR

SUPPORT PIPE INSTALLED IN FRAME SPACE
BETWEEN CEILING AND PLANKING:
THROUGH-BOLTED TO CLAMPS.

Sines

SSS

SUPPORT PIPE LET THROUGH
SISTER FRAME FUTTOCK AT SIDES.

_—

PROPOSED STRUCTURAL SUPPORT TCM! WAPAMA HLS.R.|53.

=.

Fabric and Equipment Removals

a.

For relieving the structure of concentrated loads:
WAPAMA has already had a portion of her equipment
removed in order to relieve the structure of weights
that were exacerbating distortion. The anchor windlass
and forward cargo winches have been removed to the deck
of the barge due to the extremely marginal condition of
the forecastle head deck. The foremast and fore and main
cargo booms have been removed, as well as the boats. In
the near future the davits should be removed as they
place a strain on the weakened boat deck. Removal of the
davits will also facilitate building temporary covers on
the boat deck.

For Improving Ventilation:

To facilitate ventilation for drying, we have
recommended the removal of covering board blocking, the
third strake of bottom planking, and the first strake of
ceiling planking. A contract for this work was awarded

in September 1986.

106



(Hull condition below the waterline, cont.)

The keel is generally free of decay, though it, along with
the worm shoe, is being crushed by uneven loading on keel
blocks. The stern and rudder posts are sound with the
exception of local worm damage seen around the gudgeons. The
rudder, mostly obscured by plywood sheathing, shows severe
worm damage, particularly on the leading edge.

The propeller has been removed and is laying on the barge
deck. The tail shaft and stern bearing are still in place,
but the shaft has been cropped off and the bearing housing
capped. Considerable distortion is seen in the hull,
including hog at the keel, and a starboard twist of the
forebody. The unsupported bow section appears to be settling
as evidenced by crushing at the forward keel block.

Fig. 33. Section of bottom planking removed for inspection
during 1982° survey. Double-sawn frames can be seen with
iron spikes and trunnels (wooden planking fasteners)
projecting. --Photo, TCM

57

a




WAPAMA | STABILITY CHECK

. CER 4s'
g Covers

|

I

-
BARGE 200'x 60'xi2' i

David J.Seymour, Ltd];..2233oe

Job No: 2o 4) Date: | maw %

Naval Architects - Marine Consultants Rv — Chack-


B.

Stabilization, No Public Access

This alternative is an interim solution for a period of one
to five years. After the survey in 1985 it was clear that
without increased efforts at stabilization the WAPAMA
cannot be expected to survive more than a few years, with
her rapidly weakening condition resulting in eventual
collapse of the structure. Carrying out stabilization
measures is a straightforward process and some’ work
recommended in a preliminary version of this report has
been done. It must be understood, however, that the
deterioration of the WAPAMA is so far advanced that there
is no guarantee that stabilization measures will be fully
effective.

The basic requirements for stabilization are increased
structural support, protection from weather, and arresting
rot. For a detailed discussion of ways to meet these
requirements, reference section VI. "Factors Affecting
Preservation.”

Preservation with Interpretation

This alternative is seen as the optimum long term goal and
is contingent on successful stabilization of the structure.
Displaying a vessel the size of the WAPAMA out of the water
and so far above viewing level is an interpretive anomaly
but. also an opportunity to show aspects of the vessel’s
construction and design that are otherwise not apparent to
the public. A discussion of interpretation options follows
in part G. of section VI. "Factors Affecting Preservation."

The three areas of greatest concern in permanent

maintenance of the WAPAMA out of the water are location,
method of protection from the weather, and public safety.

In addition to identifying a long term site, the question of
location requires a decision on whether to keep the WAPAMA
aboard Barge 214, or shift her to another barge, or ashore.
The condition of the barge and implications for siting are
discussed in part E. and F. of section VI.

Weather protection can be accomplished either by
construction of a permanent cover, continued use of
temporary covers, or by carrying out sufficient renewals to
permit maintaining the exposed weather surfaces of decks
and topsides as a normal ship. These options are
elaborated in part C. of section VI.

The problems of providing for public safety are
proportional to the level of accessibility desired to
maximize interpretation. A very limited tour can be
provided with minimum upgrading of existing condition.
Allowing the public in other areas will require extensive
structural support or renewals, reference item VI.D.

82


c.

and ceiling (see item D.5., Fabric and Equipment
Removals).

Active Ventilation: In areas where adequate air
flow cannot be achieved by passive means, air
moving equipment should be used. Fans can be used
in compartments such as the hold, engine room, and
afterpeak. These should be of the low velocity,
high volume type. Small spaces, such as the voids
between frames, may require a different type of air
mover. Air pumps, which can deliver small metered
amounts of air to specific areas, would be more
effective in these locations. It will be important
to carefully monitor and regulate ventilation to
avoid excessive drying of wood.

Chemical Treatment

Once protected from the weather, WAPAMA will begin to

dry out. It will likely take years before the moisture
level drops below the threshold for fungal growth. In the
interim, decay fungi will continue to weaken the
structure. Chemical treatment will be necessary to

arrest or slow the rate of decay.

The larger timbers are of primary concern for ongoing
decay because of their long drying time. Unfortunately,
these are also the hardest to treat with fungicidal
chemicals. The various chemical treatments for decay
fungi can be grouped into two major categories: 1)
fumigants, and 2) topically applied liquids and solids.
Several examples of both types of treatments were
investigated and their applicability assessed.

(1). Fumigants

Fumigants have come into wider use in recent years,
both for preventative and remedial treatment of
wood. They are favored primarily because of their
ability to penetrate soft woods such as douglas fir.
Most of the fumigants considered here are applied
as solids or liquids which become a gas after
insertion into wood. This process requires the
drilling and plugging of holes at various intervals
along the length of the wood member being treated.
Chemicals of this type include:

(a). Chloropicrin

This fumigant is considered to be one of the
most effective and durable fungicides. The
major drawback is the high level of toxicity.
There appears to be no definite answer on how
long significant and hazardous levels of the

88


Survey Summary

“Restoration of the Steam Schooner WAPAMA, Report #1 to the State
of California”. San Francisco, CA.: S.F. Maritme Museum, 1960.

Reynolds, Z. M. "S.S. WAPAMA Condition Survey", Zachary M.
Reynolds, 1982.

Reynolds, Z. M. "S.S. WAPAMA Restoration, Phase I - Scientific
Survey of Hull Deflection and Structural Condition", Zachary M.
Reynolds, 1979.

Lally, R. J. "Survey, Steam Schooner WAPAMA", survey report,
Richard J. Lally, Marine Surveyor, 1979

Barge 214

Cibley, B. " Barge 214 Report of Condition", survey report, Hull
and Cargo, Inc., 1985

Seymour, D. J. "WAPAMA Stability Check", Dwg. No. 2041-2, study
of vessel/barge stability, D.J. Seymour, 1986.

Wood Sciences

Morrell, Jeff, Guy Helsing, and Robert Graham Marine Wood

Eslyn, W. E. and Terry L. Highly "Efficacy of Various Fumigants
in the Eradication of Decay Fungi Implanted in Douglas-fir
Timbers" in Phytopathology, American Phytopathological Society,

vol. 75, No. 5, 1985, pp. 588-92.

Ricard, J. L., T. E. See, and W. B. Bollen "Control of Incipient
Decay With Gases in Douglas-fir Poles" in Forest Products
Journal, vol 18, No. 4, 1968, pp. 45-51.

Dicker, P. E., et al. "Borates Diffusion Techniques For In-Situ
Treatment of Joinery" in Record of the 1983 Annual Convention

British Wood Preserving Assoc., 1983, pp 73-81.

Service Bulletin - Tim-Bor as a Wood Preservative, No. WP-10,

Grattan, D. W., personal communication, letter, Ontario, Ottawa,
Canada, 5,26,86.

143


c.

Safety upgrades

(1)

(2)

(3)

(4)

(5)

The current access scaffold is suitable for workmen

only. Any project to allow visitation must address

this. Cutting an access portal in the bottom of the
ship has been priced at $5,000. Building stairs up

from the hold and a stronger external stair or ramp
would be in the range of $20,000 to $30,000.

The current access scaffold is the sole egress from

the vessel. From a fire safety standpoint a second

egress should be provided. The simplest solution
would be to place vertical steel ladders at bow and
stern. Such egress would be suitable for workmen
only. Estimated cost: $2,000

The engine room has crumbling asbestos insulation in
many places that has fallen from rusted out and
falling piping, or from crumbling boilers. Some of
the piping is weak enough to be in danger of
falling. This does not have to be addressed
immediately if the engine room is kept off limits to
visitors, and staff should take proper precautions
when entering the area. Restoration of the engine
room is considered a long term goal, three to five
years in the future. No costing of asbestos
abatement has been done for this report.

At a minimum the ship’s fire main should be
overhauled and kept charged from shore water
Modern ABC fire extinguishers should be placed
aboard and prominently marked. A smoke detector
system is being installed under an in progress
contract, cost $ 14,000.

The ship’s electrical system is a corroded mess of
original and modified wiring. A contract to survey
the system and identify and correct the worst
deficiencies is in progress, cost $11,000.

Increase ventilation

Selected removals of ceiling and bottom planking are in
progress to aid in drying out the structure. The
following measures are also recommended:

(1)

(2)

(3)

Open doors, windows, skylights, drawers, etc.
in all areas under cover.

Install large volume, low velocity fans in the hold,
engine room, and afterpeak to increase the flow of
air through the vessel.

Cut an opening in the lower portion of the collision

bulkhead to permit through ventilation from hold.
Estimated Cost: Under $10,000

132


Fig. 27. View of boat deck, port side, looking aft.

Fig. 28. Transom stern launch removed to shore. -~TCM

52


Fig. 5. WAPAMA on Barge 214, Alameda, December 1985.
Photo, Tri-Coastal Marine, Inc. (TCM)

10


Ia]

IBUC

STOLE ert

LODO

=

Salt 8 OS OS an ow

be cas oe ss os sos

rt

PREPARED

“DRAWN
CHECKED

EE



Park in 1957. The reports and surveys produced since that
time are varied in their focus, yet they provide a valuable
chronological record of the extent and rate of
deterioration of the physical fabric.

The condition of the WAPAMA, with the exception of
inaccessible areas, was assessed during the initial
restoration period, 1959 to 1960. This information was
detailed in a report to the State of California in 1960. In
addition, the report concluded that much deteriorated
structure would have to remain. "The salient fact in the
restoration of the WAPAMA is that there is not enough money
available to do an entirely complete job" (S.F. Maritime
Museum, 1960). This fact has largely guided the fate of the
WAPAMA during her last 26 years as a museum ship.

By the late 1970s, surveys and reports had determined that
the WAPAMA was neither seaworthy nor able to remain afloat
at her berth. Following a 1978 survey of the vessel,
surveyor Richard J. Lally concluded "The vessel [WAPAMA] at
present, is in danger of basically breaking in half unless
some means can be found to protect her from the surge and
anchor gear pressures presently acting on her" (Lally,
1978). A year later, naval architect Zachary Reynolds
stated "The vessel as it floats is in danger of becoming a
complete loss" (Reynolds, 1979).

In 1980, WAPAMA was drydocked on Barge 214, initially for
the purpose of repairs. The reports and surveys produced
since that time have not been directed at preservation, but
rather at a partial rebuilding for the purpose of
refloating the vessel. In the course of these
investigations, the continuing physical decline of WAPAMA
was noted. In a survey performed two years after the
drydocking of WAPAMA on Barge 214, Mr. Reynolds "detected a
continued deterioration of the vessel’s main timbers and
further relaxation of her structure" (Reynolds, 1982). More
recently, a report by Maynard Bray found WAPAMA’s rate of
deterioration "alarming" (Bray, 1983).

Focus of Existing Condition Survey

The present survey of WAPAMA, conducted by Tri-Coastal

Marine in 1985, considered the ship more as a shore based

structure than a floating vessel. Factors affecting a

vessel afloat (watertight integrity, hull bending moment,

trim and ballast) are of little relevance to a dry berthed

WAPAMA. Instead, the survey and report focused on the

following:

a. Ability of WAPAMA’s structure to resist distortion and
collapse as she sits on Barge 214.

b. Retention and long term preservation of historic
fabric.

c. Public safety onboard the vessel.

d. Visitor access for interpretation.

17


Fig. 54. WAPAMA in the 1950s, before initial restoration
had begun. The canvas tacked over the deck house siding
bespeaks an attempt to deal with rot and leaks that were
present before she was laid up in 1947. The effects of
years of lay up with no maintenance are plainly visible.
The deck house had to be completely rebuilt in 1960.

--Photo, Karl Kortum, NMMSF

118


Fig. 21. Engine room, looking fwd.

a.
d.

steam chest.

b.

thrust bearing

stbd steam drum

(Composite photo)

c.

e. engine room flat

42

bottom of ventilator
f. condenser
--Photo, TCM


948-S3

$46-2-C

S48-2-F
S48-8-C
S46-6-F
$48-12-C
$48-12-F

$77-4-P

1c

FULL 6": SUFT. FIBERS DARK AND MUSHY

ov TO 12": SemI-SOFT >> 12" TO 14": SOFT,
FIBER DARK AND MUSHY

Oo" TO 4": FAIR, FIBERS DARK >) 4" TO 10": SOFT,
FIBERS DARK AND MUSHY

FULL 6": ALL ROTTEN, FIBERS DARK AND POWDERY
FULL 10": ALL ROTTEN

FULL 6": ALL ROTTEN, FEW FIBERS

FULL 10": ALL GOOD

o" TO 3S": GUGD >> 3" TO 11"3s SEMI-SOFT

o" TO 4.5"s ALL GOOD


Renewals of Exposed Surfaces

The third method of excluding rain from the interior of the
ship would be to carry out partial restoration to permit

the weather surfaces to be maintained as if the ship were
afloat (see item VI.D.6.). The renewed portions of the ship
would require the same level of maintenance as any other
vessel in the fleet of historic ships. Experience to date
does not support any expectation that this level of
maintenance would be sustainable.

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PROPOSED PRESERVATION SHED PROFILE __|"5*"| WAPAMA H.S.R.| 51.

102



CONSTRUCTION

WAPAMA is built almost entirely of Douglas fir. The stern
post and rudder post are ironbark. Ironbark is also used for
battens and guards in high chafe locations. Inboard joinery
work in the social hall and other compartments is of oak.
With these exceptions, the ship is structurally a product of
the lumber industry she was built to serve.

Bottom planking is fastened by both trunnels and spikes.
Most of the structure is fastened with clinched bolts.
Douglas fir is much softer than oak or other hardwoods that
were used in framing East Coast vessels. To compensate for
the reduced holding power of fastenings in fir the number of
fastenings is about 25% greater than for a hardwood framed
vessel.

Another construction feature that reflects her regional
origin is the lack of diagonal iron strapping placed between
the frames and planking in order to improve longitudinal
strength. This was standard practice in large wooden vessel
construction by the time the WAPAMA was built, but was seldom
used in steam schooners. As compensation, the size of her
timbers was increased and the spacing of frames decreased.
This construction method resulted as much from the greater
expense of importing iron or steel to remote building sites
in the Pacific Northwest as from the cheapness and abundance
of timber in the area. Steam schooners had to be strongly
built for their hard trade but were also cheaply built

~ through maximum use of indigenous material.

Fig. 6. Deck of an unidentified steam schooner under con-
struction at St. Helens Shipbuilding Co. --Photo, NMMSF

13


10.

AFTERPEAK

See Sheets 4 and 5

Description

The afterpeak is the aftermost compartment in the hull below
the main deck. It is separated from the engine room by a
steel bulkhead at frame 72, and extends from this bulkhead to
the stern. The counter rises rapidly to meet the main deck at
the stern, thus rendering the after portions of this
compartment difficult for access. Two steel water tanks are
housed in the forward end of the afterpeak. These are mounted
on wood beams, port and starboard. The major longitudinal
hull member, including ceiling, clamps and keelsons, extend
into the afterpeak. In addition, the horn timber, shaft log,
stern pointer, rudder trunk and trunk partner are located
here. Access is by manhole in the steel bulkhead and by
escape hatches in the main deck under the dining saloon.

Condition

The afterpeak appears untouched by previous restoration, and
much old decay can be seen. Most rot is located at the
forward end of the compartment, between frames 72 and 75.
Here, the lower ceiling strakes, the frames, and lower ends
of the pointer are severely rotten. Cement has been poured
over the ceiling in this area, presumably to consolidate the
deteriorated timbers. This cement was incorrectly noted as
ballast in the Lally survey of 1979.

The frames and interior surfaces of hull planking, visible
along the horn timber aft of the water tanks (frames 78 and
81) show severe surface deterioration. This decay appears old
and is probably the result of slow acting soft rot, and
erosion from sloshing bilge water.

The visible portions of horn timber, shaft log, and keelson
appear in fair condition with some surface deterioration.

All of the upper ceiling strakes, clamps, main deck beams and
planking appear in good condition. Many loose clinch rings
were seen on ceiling fastenings. This may indicate shrinkage
or movement of structure.

The propeller tailshaft is still in place, but has been
cropped off at the stern bearing. The tail shaft coupling has
been disconnected to allow the engine to turn freely. It was
noted that the shaft coupling is now offset approximately one
inch, indicating hogging or movement of the stern section.
The steel bulkhead also shows movement, with the hull
appearing to have dropped away from below the bulkhead by
about one to two inches. The bulkhead steel boundary angle is
badly wasted, and the foundation timber beneath is severely
rotten.

45


d

MARINE SURVEYOR « Jack W. Ehrhorn, 117 Ironwood Rd., Alameda, CA 94501 © 415-523-8156

14 January 1987

Year Don,

I hope that the enclosed figures will be of some
help to you. I enjoyed reading over the many pages of
reports of survey. They are very comprehensive and in-
formative. The drawings, I thought, are particularly
good and accurate. I wonder what the old time builders
would think of all this dedication and detail given to

their fine work?

Much thought was given to my estimates and in ny
advanced years I am inclined to lean on the heavy side
despite my penchant for being optimistic when it comes to
the building of boats. Most new building projects have
a history of exceeding early estimates and therefore I am
reluctant to paint a rosier picture. Let's hope that

something good comes of all your fine efforts.

Sincerely,

t


WAPANA | STABILITY CHECK |

@ DAMAGED STABILITY
ASSUME ONE COMPARTMENT

FLOOD No.1 TANK
BV

—
~ a ~ [=
BARSE 214 - 200'x GO x 12!
H wtacy = 5.cs' WHoamaces * 7.53’
WT €lLoopsDo WATER = 17'x BO x COZ. = 1038 LTgw
MTi = te . Geox 20% = 476
4%L IZ * 420 ¥ COO
' bal .
TIM + —Qriyare 7 lO Rs Ot
Hye + 75+45 212.0 ¥6.@ Sow- O°) oK
Ha = 18-45 + 3.9 “Tt ka YM
e860 Uses 44 bd
Hm « 75 +09 2 7.5 \038 6.9 6230
QO 2678 162% 52,350
M = BIO fH.
M+ — @SGM, = W.2-18.7 40.5
2 19. . eo,
APPLY WIND HEEL (sm @) Gur Tose
kan & ¢ PAL _ 100446 x10 450 x 27.3
Aa om. LBS x Blo

0.83 04Gq. OF.

David J.Seymour, Ltd]:..2ssean sess

Job No: 20 41 Date: } Maw su
Naval Architects - Marine Consultants 'y:  >s. Check:

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12



2. Interpretation in the Near-Term

The most immediate task of interpretation is to give some
meaning to this massive object, and to demonstrate the
importance of her preservation. In her present location,
WAPAMA is highly visible, though she cannot be boarded by the
general public. Wayside panels and a small installation in
the Visitor Center now serve to introduce her significance and
some issues in her preservation. This effort is very
important and should be sustained and augmented by supervised
tours given as frequently as possible, positive media
attention, and a variety of museum publication. Visible on-
going work by volunteers and GGNRA staff is also important.

A coat of paint applied to her topsides today (if it does not
interfere with preservation efforts) may have negligible
effect in preserving her fabric, yet have considerable
benefit in conveying her value.

Should the stabilization phase of the ship’s preservation be
prolonged, a great deal more may be done in exhibiting
machinery, such as winches and windlass, in the Visitor Center
or similar shore installation. Interpretation facilities off
the ship will continue to be valuable for orientation and for
such vivid but intrusive media as film, large graphics and
dioramas.

3. Public Access

As indicated in Section 2, item III.A., "Summary of Existing
Conditions," much of the vessel is presently unsafe for public
access. Considerable work will be required in supporting
structures, renewals and removals before the public can be
allowed on board on a regular basis. Even in a safe state of
repair, however, the position of the ship on Barge 214

will present problems of access not encountered in a ship
afloat at a pier. It will present some opportunities as well.

The main deck is now high above the visitors as they stand on
the barge. A climb up the narrow outside stairway is required in
order to reach this deck. A visit the hold requires a steep
climb down again, and again back up. To alleviate this
problem, it is proposed that a 7 foot square access be opened
in the bottom of the hull, in way of the main hatch. (see
fig. 56 and 57). The visit then begins with a dramatic view
of the wooden expanse of the ship’s bottom, goes through a
cross-section view of the structure of the bottom, and enters
several steps up into the vast curving hall that is the
ship’s hold. Another comfortable stairway would then lead
to the main deck by way of the 'tweendeck and main hatch.

It is in the hold that the message of the ship as a large

wooden structure can be conveyed. The various removals of
ceiling and planking recommended for ventilation, drying of

121


the organic problems of maintaining that structure afloat
with serious rot remaining.

Furthermore, the degree and rate of deterioration have
advanced so far since the formulation of the plan that the
intended work may not be achievable for lack of sound
existing material to which connections can be made. The
scope of work would need to be expanded for the vessel to
be refloated. Even if the cost estimate (c.$6 million)
was accurate, it would surely be invalidated by the
increased scope of work now needed for the vessel to be
refloated.

There is nothing inherently infeasible in phasing
restoration work over a number of years. A good example of
this is the work carried out by Mystic Seaport Museum on
their ships. The wooden whaler CHARLES W. MORGAN had major
rebuilding in 1973-74, and twice again since then. The
Schooner L.A. DUNTON has undergone major repairs in 1972,
1976, and 1986. At each of these work phases it was known
that further restoration would be required in the not too
distant future.

The ships at Mystic, however, are much smaller than the
WAPAMA, and had more sound material remaining. The diffi-
culty of applying this approach to WAPAMA is one of degree
rather than of kind. The advanced level of deterioration
coupled with the size of the ship make it questionable that
funding in seven figures can reliably be projected through
a multi-phased restoration extending over decades.

A Total Rebuild

The November 1985 survey revealed rot in nearly every major
member of the vessel. Rebuilding to the extent that would
allow the ship to remain afloat, with only normal
maintenance, would require replacing about 90% of the ship.
The effort to retain the remaining intact original fabric
and equipment would make a rebuild considerably more
costly. A conservative estimate places the cost at 30 to
40% above that of replication. The cost of replicating
WAPAMA can be roughly estimated in the range of 8 to 12
million dollars, and assumes retention of inboard
joinerwork, machinery, and fittings. The unit costs of the
1984 restoration plan anticipated the work being done in a
thajor shipyard and reflects typical pricing for: such yards.
However, no commercial yard is equipped for such an effort
in wooden shipbuilding today. It would be far better to
create a yard and crew for the job at a far lower overhead,
in fact this is the only way we could envision the job
being done properly. Ref. J. Ehrhorn Estimate, Appendix C.
The 1984 restoration plan identified timber quantity
requirements by board foot, but did not address the
Particular nature of the procurement problem.

80


Fig. ll. View of main deck from top of wheel house. This
deck is presently covered by roof structure. --Photo, TCM

23


Deck Gear

Deck gear, both original and additional, includes cargo gear,
anchor and line handling gear, and miscellaneous deck gear.
Fittings, such as bitts and chocks, have not been listed.

Windlass
Manufactured by: MAIN STREET IRON WORKS, San Francisco
Location: removed, stored on deck of barge
Description: steam powered, cast iron, 2 chain drums,
4 gypsy heads, black enamel coating
Condition: poor, exposed to weather, scattered corrosion
and pitting, mechanisms frozen

Steam Capstan
Manufactured by: unknown (name plate reads "A2254")
Location: cabin deck, at stern
Description: single capstan driven by horizontal steam engine;
cast iron and steel, black enamel coating
Condition: exterior corroding, good internally

Cargo Winches (4)
Manufactured by: LIDGEWOOD, New York
Location: 2 for mainmast are at forward end of cabin deck;
2 for foremast were on forecastle head, now removed
to barge deck
Description: steam powered, single drum, single gypsy head,
cast iron and steel, black enamel coating
Condition: 2 mainmast winches fair with minor corrosion,
brake and control handles missing; 2 foremast
winches in poor cond., corrosion and pitting,
exposed to weather

Manual Capstan (later addition)
Manufactured by: HYDE, Bath, Maine
Location: forecastle head deck, starboard aft
Description: cast iron, 25" high by 23" dia.,
black enamel coating
Condition: fair, badly corroded dogs and bar sockets

Manual Bilge Pump (later addition)
Manufactured by: MARINE FITTINGS CO., Everett, Wash
Location: main deck, at forward end of house
Description: one cylinder diaphragm type, cast steel,
galvanized
Condition: good

Hand Winch (later addition)
Manufactured by: BLACKBURN
Location: ‘tween deck, starboard forward
Description: ratchet type, single drum, steel,
fitted with 1/2" stainless cable
Condition: good, some corrosion

65


LIST of PHOTOGRAPHS AND ILLUSTRATIONS

WAPAMA underway, 1930S......... ccc cece cece eter eens frontispiece
fig. 1. WAPAMA at sea; Lyle Galloway............. eee eee Page 2
2.  WAPAMA at launching............ emcee eee n ena ewan 4
3.  WAPAMA docked in San Francisco, 1931l............... 5
4.  WAPAMA on exhibit at Hyde Street, 1963............. 5
5. WAPAMA on Barge 214, 1985.......... ccc cece eee ccnee 10
6. Unidentified Steam Schooner in frame; deck......... 13
7. Unidentified Steam Schooner in frame; sides........ 14
8. WAPAMA on Barge 214 at Pacific Drydock, 1985....... 15
9. WAPAMA 1985; Roof on maindeck under construction... 19
10. View of forecastle head deck........ cece ee eee eens 21
ll. View of main deck....... ee eeeeees seeeeee ee eeee wees 23
12. View of main deck, port Side... ... ccc eee cece eee eee 26
13. Deteriorated bulwark stanchions..............05-eee 28
14. Main deck engine flat, looking fwd............... -. 30
15. Main deck engine flat, looking aft................- 30
16. Dining saloon.............66 ee 31
17. Galley........... i i i i i ii 34
18. Pantry........e eee eee ecm w weer eter eect e ree eerss 34
19 Hold, looking to port........ ccc cece cece cence eence 38
20. Hold, looking up.............. see wees beeen eee 40
21. Engine room, looking fwd........ cece cece eee ee eee 42
22. Engine room, looking aft............-- eee e eee wee. 44
23. Afterpeak...... cece eee eee eee ee eee eens wee e eee eee 46
24. Cabin Deck............-ee ee eeeee Beene ee eee eee neeee 48
25. Social Hall........... eeeceee ecw eee eens 48
26. Stairway from Social Hall........ cece ee eee eee ene . 50

vii.




D.

STRUCTURAL INTEGRITY AND SUPPORT

The overall physical fabric of the WAPAMA has decayed to the
point that in some areas the structure’s own weight is a
liability. Stabilization and preservation efforts will have to
address the following problems.

1.

Continuing Deterioration and Effects of Drying

The process of drying the ship out to arrest rot presents

some associated problems. The larger the timber, the
longer it takes to dry out. For many of WAPAMA’s major
timbers this could take up to ten years. During this time

ongoing rot may continue with attendant loss of structural
strength.

Another structural problem arises from the fact that the
most rotten and saturated members are, to some extent,
holding their dimension from the bulk of the water in then.
When the water is gone the cell walls may collapse and the
wood shrink. This is a frequently encountered problem in
the treatment of historic fabric recovered by underwater
archeology. In the WAPAMA this may show up as plank
fastenings letting go from rotten frames, or rotten floors
crushing under the compression of deck shores or keelsons.
Structural support of the vessel during stabilization must
be periodically monitored and modified as needed.

Bow Support

The forward 17 feet of the WAPAMA’s bow overhangs the end
of the Barge 214. This is because the ship is longer than
the barge. In view of the weakened condition of the upper
members of the hull girder and the extent of rot in the
stem and topside planking, the recommendations of the
Preliminary Report included installation of welded steel
supports for the bow. These supports consist of poppets to
the topside planking and an extension of the keel blocking.
As of September 1986 a contract has been awarded for
construction of the bow supports.

Additional Exterior and Interior Timber Shoring

In December 1985, additional shores were placed under

the WAPAMA fore and aft of the bilge blocks. Also, the
counter was shored up from the deck of the barge, the main
déck hatch girder was shored up from the ceiling, and the
forecastle head was shored up from the main deck within the
forecastle. The beams in the fidley were observed to be
very rotten and sagging under the weight of the stack and
boiler breeching. A contract was awarded in September 1986
for external support to relieve these beams of the weight
of the stack. It is expected that other parts of the
structure will require shoring as the ship suffers further
deterioration before stabilization is achieved.

104


EXISTING CONDITION SURVEY

FORECASTLE HEAD

See Sheets 3, 9, and 11

Description

The forecastle head deck is the raised weather deck over the
forecastle, consisting of a 4" x 4" planked deck supported by
deck beams which are 12" to 13" square. A low, solid wood
bulwark runs the length of the deck, port and starboard. Deck
gear originally mounted here included the windlass, two cargo
winches for the foremast, a manual capstan (later addition),
two pairs of large wood bitts, and a wood samson post. The
foremast was stepped through this deck. Access ladders, which
were museum ship additions, are mounted at the aft end of the
deck, port and starboard.

Condition

This deck is severely deteriorated and is presently unsafe for
access. The foremast, windlass and cargo winches have been
removed to relieve the load on the deck and forebody (see
Machinery section for condition of gear). Deck planking is
generally rotten and is collapsing in several locations,
particularly in way of the windlass and winch foundations.
Plank seams are open and leaking throughout. Although a
weather cover has been placed over the deck, driving rain
still reaches much of the surface. Most of the deck beams are
in poor condition with beams #1 thru #5 (counting from
forward) rotten almost to the point of collapse. Temporary
shores have been placed under the deck in way of these beams.
The clamp supporting the deck beams is showing advanced rot
in various locations on the port side. The starboard clamp
has a rotten area at beam #4, and sounds hollow throughout.
The starboard bulwark and covering board, as well as the
transverse covering board and molding pieces at the aft end
of the deck, are severely rotten and disintegrating. The port
bulwark and covering board are in better condition, though
advanced rot is seen throughout. The pipe stanchions and
chain handrails are adrift and unsafe due to rot in the
bulwarks. The two access ladders are in good condition,
though in need of maintenance.

20


(The Bay Model site, cont.)

There are two disadvantages to this site. One is that the
increased visibility of WAPAMA to the public creates
pressure to place interpretive concerns ahead of
preservation measures, such as adding weather covers which
may be unsightly. The other disadvantage of the Bay Model
site lies in the sixty-day termination clause of the
present berthing agreement. This site is not a guaranteed
home for the WAPAMA over the long term of her preservation.
Given a reasonable pace of preservation and interpretation,
and continued inter-agency good faith, this should not be
an immediate problem.

Other Government Sites Considered

Because of the impermanence of the Bay Model site, we
include here a discussion of other sites which have been
considered for WAPAMA.

The scope of investigation of potential sites has been
limited to the San Francisco Bay Area. To be a viable
location, a potential site must provide:

- protection from wind and wave action (if afloat)
- proper mooring facility (if afloat)

- adequate public access

- adequate security

- reasonable long term availability.

Almost all existing sites would need some degree of
modification to meet these requirements. The following
sites are considered because they would require the least
amount of modification.

a. East Fort Baker

The primary advantages of Ft. Baker are its availability
to the NPS (though subject to agreements with the U.S.
Army and Coast Guard) and the relative protection from
wind and wave that it would provide WAPAMA. The two most
viable locations here would be: (1) afloat at the
western extremity of the cove, and (2) ashore just east
of Bldg. 670.

(1). This site would place the WAPAMA/barge at the
concrete bulkhead on the west side of the cove.
She would be moored end-on to the bulkhead,
approximately 15 feet off, and 60 to 80 feet north
of the breakwater apron. Adequate mooring could
be achieved by installing bitts on the bulkhead
and securing the offshore end with 2 anchors. The
immediate area would have to be dredged deep
enough to prevent the barge from grounding at

115


12.

BOAT DECK

See Sheets 3, 4, 8, and ll

Description

The boat deck extends from frame 48 to the stern and is the
uppermost weather deck, not counting the boat deck house top.
This deck is lightly constructed with canvas covered tongue
and groove decking. The wood superstructures are sheathed
inside and out with tongue and groove. The pilot/chart house
is located at the forward end of the boat deck, followed by
the fidley trunk and boat deck house. The captain’s cabin
and ten passenger cabins occupy the boat deck house. Four
boats, two port and two starboard, were formerly stowed on
the deck, each with a pair of davits. Access to the deck is
by ladders through wells in the boat deck, port and
starboard. Pipe handrails run the entire perimeter of the
deck except in way of the boats.

Condition

The boat deck is in generally good condition, primarily due
to the extensive rebuild undertaken in the early 1960s.
Although the deterioration seen on this deck is relatively
minor, it appears to be advancing at a rapid rate, a result
of improper drainage of rainwater. Drainage has become a
problem because the WAPAMA is not trimmed by the stern, as
she was when afloat. This means that the scuppers and drains
are no longer at the lowest points in the deck and house
tops, and standing water results. This water eventually seeps
down into the structure and the rot process begins.

Most boat deck beams and decking are in good condition, with
the exception of an area at the starboard deck edge between
frames 58 and 61, in way of the fidley trunk. Here the deck
edge stringer, two deck beams and outer deck planks are rotten
due to poor drainage.

Torn areas are seen in the canvas deck covering, forward of
the pilot house and in several areas near the deck edge. The
quarter-round molding at the covering boards is soft or
rotten. throughout. The covering boards themselves are
generally sound, except for the rot seen around the port
access ladder deck opening.

The pilot/chart house, also rebuilt in the 1960s, is beginning
to rot. On the aft side of the chart house, the port and
starboard corner posts show rot, as well as adjacent exterior
sheathing. The molding pieces along the roof edge are also
rotting at the aft corners and are generally going soft all
around. The starboard after door to the chart room is

51


14. RIG
Description

WAPAMA’s rig, consisting of two masts, with two booms each,
was strictly for cargo handling. All rigging and spars were
renewed in the early 1960s. The foremast was cut up and
removed from the ship in 1983. The lower section of this mast
is presently on the deck of the barge, as are all four cargo
booms. The mainmast remains in place, supported by three
pairs of 1", 6 x 7 wire shrouds, and a temporary forestay.

Condition

Inspection revealed rot in the foremast section and all four
booms, though the fittings are mostly intact. The mainmast
appears sound from the heel to above the boat deck. Moisture
readings near the heel were over 25%, indicating possible
incipient decay. The upper portion of the mast was not
inspected. The wire shrouds appear in good condition, despite
the dry and rotting service. The ratline seizings are also
rotting and the ratlines are not considered safe. The shroud
turnbuckles show considerable corrosion.

Conclusions

The foremast section and all four booms are considered a
total loss, with exception of the fittings. The mainmast may
be salvageable. Repair of the ratlines will be necessary in
order to fully inspect and maintain the mast and rigging. The
turnbuckles should be scaled and coated.

Fig. 36. Winch pit at fwd end of cabin deck, serving main mast.
Fig. 37. Hand-forged clevis in turnbuckle on main shrouds. --TCM

60


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Preservation Chronology

os

FY 80 WAPAMA was docked on Barge 214, rental begins at $8,300
per month.
FY 81-84 Removals of some equipment, survey and restoration plan
by Z. Reynolds.
FY 85 Historic Structures Report commissioned, cover built and
some shoring added, barge rental continues at $8,300
per month.
FY 86 WAPAMA moved to Bay Area Model and barge rent reduced
to $3,000 month, mooring system installed. Stabilization
begun; contracts let for fire alarms, survey of
electrical hazards, construction of bow support,
increased shoring, and removals for ventilation.
FY 87 Recommended Work Cost Estimate
* Reactivate shipboard firemains $ 1,000-~_
* Build additional covers over vessel $ 50,000 ~"
* Rot arresting treatment (borates) $ 50,000
* Increase ventilation $ 10,000
* Minimum additional survey of barge shell

by diver and internal ultrasonic testing $
Misc. repairs and maintenance $ .
10% of above for tech. consultants $ 12,000~
Barge rental, 12 mo. @ $3,000 per $
Shipboard staff position, "engineer" $

Total $182,000

Further Research and Design Work

*

*
*

Experiments in alternate rot treatments and
wood consolidation methods $
Design additional covers over vessel $ 2,000
Update survey, monitor change of condition $
Investigate alternative barge should 214
not continue to be available. . $ 10,000
Investigate alternative berths $

Total Research & Design $ 29,000

Total All Expenditures $211,000
Total Essential Items $196,000


b. "Wet" or soft rot fungus decay (Ascomycetes).

Cause: fresh water saturation.
Effect: slow softening and weakening of affected
member.

Area Affected: minor occurrences, scattered areas of
lower hull, mostly internal structure
where high moisture or standing water is
found.

Status: slowly progressing.

c. Wood hydrolysis, “nail sickness"

~ Cause: corrosion of metal, particularly
fastenings, in contact with wood
and in presence of moisture.

Effect: discoloration, softening, and eventual
disintegration of wood in vicinity of
corroding metal.

Area Affected: lower decks and hull, generally within
1 to 2 inches of iron fastenings.

Status: moderately active where moisture is still
present.

d. Surface deterioration of wood, appearing as "fraying”
of wood surface.

Cause: probably caused by salt crystallization on
wood surface.
Effect: disintegration of wood surface to

limited depth.

Area Affected: wood surfaces, primarily in engine room
and other interior compartments

Status: unknown

e. Weathering

Cause: exposure of wood surfaces to weather

Effect: warpage, shrinkage, checking and abrasion
of wood surface.

Area affected: exterior surfaces exposed to weather;
hull, decks, houses.

Status: active where surfaces are not properly
coated or protected.

2. Nature and Cause of Fungus Decay

Brown rot decay is by far the most insidious and
destructive factor affecting WAPAMA at present (the effects
of this type of decay are noted as "rot" in the Existing
Condition Survey). Brown rot is the product of attack of
wood by a decay fungi known as Basidiomycetes. This

85


(Barge 214, cont.)

A possibility that has not been researched would be to
acquire a larger barge and shift the WAPAMA over to it.

The above mentioned costs for improvements to Barge 214 are
greatly in excess of the commercial value of the barge in
today’s market. More importantly, NPS does not own the
barge. Until acquisition or a lease agreement is
finalized, questions concerning capital improvements

cannot be resolved.

Shifting the WAPAMA would be costly and would have to be
approached with extreme care. An inquiry into surplus
government property should be made to determine if a
more suitable barge may not be available for less than
the cost of acquisition and improvement of Barge 214.

4. Cost Estimates for Work on Barge 214

a. Maintenance and Repairs

(1). Towing to and from shipyard $ 6,000.00

(2). Drydocking, including shifting and

. 10 lay days 8,500.00

(3). Sandblast and coat exterior: labor 55,000.00
material 11,000.00

(4). Scale and coat interior labor 30,000.00
material 8,000.00

(5). Steel work (3,000 lbs. estimated) labor 16,000.00
material 1,000.00

00

Total Cost $ 135,

b. Modification

(1). Removal of weldments $ 1,600.00
(2). Installation of handrails labor 3,200.00
material 2,500.00

(3). Deck extensions (156,000 lbs. x $1.35 per 1b.) 210,600.00

Total Cost $ 217,900.00

Alternately hull extensions would cost about $ 400,000 in place
of deck extensions for a total estimate of $ 417,000.

113


Steam Schooner

WAPAMA

HISTORIC STRUCTURE REPORT
1986

Prepared for

The National Maritime Museum at San Francisco
The National Park Service,

Golden Gate National Recreation Area

Fort Mason, Building 201

San Francisco, California, 94123

Prepared by
Tri-—Coastal Marine, Inc.

(White Elephant Managenent )
2104 Strand, Galveston, Texas, 77550


i4+ ganuary L

"3 S WaPaia"

Recent surveys of the S S WAPAMA have shown a seriously
weakened condition of the wood hull structure due to wood rot
and corrosion of netal fasteners. It is doubtful, at this
time, that enough of the existing hull can be salvaged and
used as a base for rebuilding. The main structural members
such as keel, keelsons, frames, ceiling, deck beams, planking,
knees and deckhouses are deteriorated to the extent that it is
not feasible to try to retain any of these members as part of

_a rebuilt vessel. The rot in these members plus warping and
old fastening holes would not permit their being used again.
To rebuild the vessel would require an almost total replace-
ment of old wood with new with the result that much of struct-
ure in evidence now would be either replaced or hidden from

view.

For all practical purposes it would seem logical to build
a new vessel and to salvage all usuable metal fittings and
equipment which would be reinstalled in and on the new vessel.
In effect, the new vessel would be a sister ship to WAPAMA and
be an exact duplicate with the advantage of having complete
integrity of the hull and all components. Certain parts of
WAPAMA would be salvageable such as interior joinerwork and
perhaps some of the hanging knees which would be installed in
the new vessel. With a full size model to work from the many

details of construction and methodology aan be referred to

1or 5




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PREPARED TITLE OF SHEET TDRAWING NO.

Steam Schooner WAPAMA 641/80, 048

Lacaail PLAN OF HOLD alg pat

CEE ON BARGE 557 [5]

rE Historic Structure Report lor 13



II. GENERAL PHYSICAL
DESCRIPTION

LBP (length between perpendiculars): 212.5’

LWL (length waterline): 212.5’

LOA (length overall): 216’ 11"

Beam: moulded - 40’ 4" extreme - 42’ 4"

Depth (base line to top of deck on center line): 19’
Draft to present ABS plimsoll: 17’

Tonnage: gross - 945 net - 524

Displacement: light ship estimated at 1360 L.T.
(exact displacement unknown without lines)

Cargo Capacity: 1,100,000 board feet, about 1600 long tons
Passenger Capacity: cabin (lst Class): 44 steerage: 12 - 22
Propulsion System: single screw, steam triple expansion, 800 IHP

Boilers: 2 oil fired water tube

DESIGN and ARRANGEMENT

WAPAMA is a wooden steamship of typical steam schooner
proportions. The hull is single decked and characterized by
a plumb stem, full bows, straight keel, moderate deadrise and
an easy turn of bilge. The run is moderately full and the
counter meets the round stern at a knuckle line at main deck
level. WAPAMA is very beamy for her depth. This feature was
due to the draft restrictions of the small lumber ports she
was built to service.




e.

Fuel Tanks

WAPAMA was originally fitted with four fuel oil tanks,

though two have been removed and scrapped. The remaining two

tanks are located to port and starboard of the boilers. These
tanks are riveted steel construction, and designed to conform
to the hull shape. The are secured to the hull with iron stay
rods. The tanks are believed to be empty.

The tanks are in poor condition due to corrosion. Only the
inboard sides and ends of the tanks retain any coatings
(yellow enamel). All other surfaces are corroding. The tops
have partially rusted through due to standing water from the
deck overhead.

Water Tanks

A large, cylindrical, riveted steel tank is located on a
platform forward of the *tween deck. The exterior of the tank
is in generally good condition with only surface corrosion
seen. The tank appears empty, though the interior could not
be inspected.

Two riveted steel water tanks are located in the afterpeak.
These tanks are shaped to fit the hull and are secured by
wood bracing. Both tanks are in good condition. Only a few
inches of water remains in these tanks.

Conclusions
All machinery and tankage has been without maintenance for
some time. In some cases, the result has been severe

deterioration. The following general recommendations:

Secure all machinery and tankage from exposure to weather and
seepage.

On all auxiliary machinery and deck gear, coat exposed
shafting, gears and other "moving" parts with grease or
EUREKA fluid. Use heavy oil on main engine.

Scale, treat and coat boilers, tankage, and painted portions
of machinery and deck gear. Hard coatings should be used for
these items.

Rotate all free machinery on a regular basis.

67


WAPADMIA | STABILITY CHECK

@) DAMAGED STABILITY
ASSUME ONE COMPARTNENT

+ GNER 45°
FLOOD NO. 2 TANK Cover 7
ar 3" x ~-
|
Hoamaceo Ary (5) @ .. GQ). pre
eas = as ee eet —-
=

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Bawas Zt4- 200'x cox 12!
WowNtact « 5S.0S 4
FLOOD No.2 As ASSUME ¢ LONGL BHD NONTICUT

0ST SvOY = 50’ xGo'x S-OSh— = 48% irsw
H vamace> = 56S' + 464 x35 ° TRIM.
(200-50) 60
= ' ' .53 Fr
. 3.65 + 86 . 733)
Add Weler + 1:53 ¥ 50*G0/36
ASSUME SAME W.F + 645 UTEW
BM. s7.5 wt KG VM.
KBé- + 3-8 \190 726.0 46670
KM, @1.3 C45 3.8 2450

4:2435 20.2 49,070
GM, AFTER DAMAGE

<1 : Qe.
KM, = Gl.3 #. See eee ees

T FS.No.Z 2 —20% SO
KG = @z- YZ THSS x 3S
GM = 4\.1 * c 10.56'
€.5. 2 7G ‘ F.S. oTwae = + 1.90!
GM, + 29.5% ox FS. CORRS. 11.56"

David J. Seymour, Ltd] DESIGN CALCULATION SHEET

Subject: WAPAMA STABILITY

Job No: Date:
Naval Architects - Marine Consultants By: ° =o ‘ Check



b. Boilers

The two main boilers are oil fired, water tube type,
manufactured by Babcock & Wilcox. Each boiler is fired by two
burners by Ray Oil Burner Co. of San Francisco. The boilers
sit on longitudinal wood bearers.

Both boilers are in poor condition with severe corrosion
throughout. The boilers are continuing to deteriorate due to
rainwater incursion from the fidley above. The two doors on
the front of the starboard boiler are missing, and those on
the port boiler are coming adrift. The sides of the boilers
are opening up at the seams and the bottoms are bulging. The
burners are corroded and frozen in position. All wood bearers
show advanced decay. Asbestos insulation is being scattered
as the boilers disintegrate.

The stack and boiler breaching are wasted through in several
locations and are collapsing. The breaching is probably beyond
the point of salvage. The stack is wasted around its entire
circumference in two locations: just above the breaching and
up above the boat deck level. The upper section of stack has
been renewed and is in good condition. Steam whistle and vent
piping attached to the upper stack are wasted and adrift. The
stack guy wires are in fair condition.



PREFACE

Since her launching in 1915, the steam schooner WAPAMA has
had a long and productive life. She has served well, both in
plying cargo and passengers along the stormy West Coast from
Mexico to Alaska, and in helping to transmit the heritage of
West Coast seafaring to generations born long after her
sisters had disappeared forever.

By 1979, her 64th year, the particular rigors of both kinds
of duty had brought her to a crisis point, a crisis which has
deepened in the years of lay-up since. By 1985, when she was
listed as a National Historic Landmark, her continued
survival had been rendered extremely problematic.

To guide its efforts in addressing WAPAMA’s preservation
problems, the National Maritime Museum at San Francisco, an
entity within the National Park Service, initiated this
Historic Structures Report. Since 1977 the NPS has been
steward of WAPAMA and the other ships of an historic fleet
which was first assembled by the State of California. The
report was undertaken in the fall of 1985 by Tri-Coastal
Marine Inc., a consulting group with experience in the
restoration and management of historic vessels. The report
includes a detailed survey of WAPAMA’s present condition, a
set of measured drawings, a discussion of factors affecting
the vessel’s preservation, an evaluation of alternative
treatments, and a recommended treatment alternative.

This study initially investigated a broad range of options
for treatment of the WAPAMA. As work progressed, it became
evident that the range of actual treatment alternatives was
limited. Within this range are decisions which must be made
and numerous interdependent variables which complicate them.

‘The preservation of WAPAMA for museum interpretation,

as opposed to her "restoration" as a floating vessel, stands
out as the most realistic option for end use. WAPAMA has
deteriorated to the point where true restoration would require
an almost total rebuilding. Philosophical questions aside,
the financial commitment this would demand appears beyond any
level attainable in the foreseeable future. Were funding
available on this scale, it might be better spent insuring
that the other wooden vessels in the NPS fleet do not suffer
a fate similar to WAPAMA’s.

The less ambitious goal of preserving WAPAMA as an artifact
will, in itself, require a major effort. Arresting decay,
supporting weak structure and devising lang-term weather
protection will need to be achieved on a large scale.

It is hoped that this document will serve as a planning tool
in WAPAMA’s preservation and a guide for approaching similar
problems in the NPS historic fleet.


LOCATION

S30-6-F

$30-12-C

S30-12-F

$33-1-C

S33-1-F

S33-11-F

S36-S1

CONDITION

FULL 14": ROTTEN, FIBERS DARK HAND MUSHY

FULL S": SEMI-SOFT, FIBERS DARK
(BORING TAKEN FROM GUTSIDE)

o" TO 2": SOFT >> 2" TG 14": ROTTEN

FULL 14": SEML SOFT, SOME DARK FIBERS

oOo" TO 7s soup »> 7" TO 10": SOFT, FIBERS DARK AND MUSHY
FULL S": ROTTEN, FEW FIBERS, DARK AND MUSHY

oO" TO 5S": GOOD >> S" TO 10": SEMI-SOFT,
FIBERS DARK AND MUSHY

FULL 5": ROTTEN, FIBERS DARK AND MUSHY

FULL 10": GOOD, FIBERS DARK FOR LAST 1"

FULL 5”: ROTTEN, FIBERS DARK AND MUSHY

FULL 14": ROTTEN, FIBERS DARK AND MUSHY

FULL 14": VERY SOFT, WOOD FIBERS DARK AND MUSHY

FULL 5S": SOFT, WOOD FIBERS DARK AND MUSHY

o" TO 4"3: GOOD >> 4" TO 10": SOFT, FIBERS DARK AND MUSHY
FULL 5S": ROTTEN, WOGD FIBERS DARK AND MUSHY

FULL 10": VERY SOFT, FIBERS DARK AND MUSHY

FULL 3S": SOFT, WOOD FIBERS DARK AND MUSHY

Oo" TO 6": SEMI-SOFT >> 6" TO 10":SOFT,
FIBERS DARK AND MUSHY

FULL S": ROTTEN, FEW FIBERS, DARK AND POWDERY
FULL 14": ALL GOOD, WOOD FIBERS LIGHT IN COLOR
FULL 10":VERY SOFT, FIBERS DARK AND MUSHY

FULL 5"

ROTTEN, FEW FIBERS. DARK AND MUSHY
Oo" TO 4":SOFT >> 4" TO 10”":ROTTEN, FIBERS DARK AND MUSHY
FULL S": SOFT, FIBERS DARK AND MUSHY

Oo" TO 4":SOFT >> 4" 710 10": ROTTEN, FIBERS MUSHY


AFT COMPARTMENTS: SALOON, MESS, GALLEY, PANTRY, LAZARETTE

See Sheets 4 and 6 Ht a
j O—

Description

The aft accommodations are defined as the sheltered portion of
the main deck, aft of the poop bulkhead and below the cabin
deck. This area includes Galley, Dining Saloon, Pantry,
Crew’s Mess, and six compartments in the stern, which were
originally for passengers and steward’s department. All of
the compartments, with the exception of those in the stern,
were restored for public display in the early 1960s and are
complete with major appointments, including galley stove,
sink and water pump, cabinets, saloon and mess tables and
seating. The Dining Saloon shows the highest level of
refinement seen in WAPAMA, with raised paneling throughout
and upholstered benches. The compartments in the stern
(lazarette) appear to have been overlooked by previous
restorations, and remain undeveloped for display. Access to
the aft accommodations is through a sliding door in the port
poop bulkhead, and via staircase from the Social Hall on the
cabin deck.

Condition

The aft accommodations are largely intact, though as in many
other areas of WAPAMA, these compartments are suffering from
rainwater incursion. The major cause is the poor condition of
the cabin deck above, as noted in the section "Cabin Deck".
Rainwater may also be entering through the topside planking.

Localized rot was found in several major structural members,
including waterway timbers, deck beams, stringers and
decking. Much of the rot seen in these larger members may be
old, owing to the fact that little rebuilding was done here
during the restoration efforts of the 1960s.

Crew’s Mess

The waterway timbers show local rot spots on the port side,
at the poop bulkhead, along the Crew’s Mess. An adjacent deck
plank is also rotten at the aft bulkhead of the mess. Cabin
deck beams #1, 2, 3 and 4 (counting back from the poop
bulkhead) are moderately rotten at the outboard ends. The
cabin deck clamp is also rotten in way of these beams. The
overhead sheathing is rotten over the outboard three feet at
beams #1, 2 and 3. The cabin deck longitudinal stringer,
between the Crew’s Mess and the Galley, is rotten locally at
beams #2 and 4.

32


tl

ee SHED CONFIGURATION IN DRY SEASON:

ee LEE SIDE-PANELS REMOVED

PROPOSED SHED (Conceptual Rendering) TCM.| WAPAMA H.LS.R.| 58.

1986

Fig. 59. St. Helens Shipbuilding Co., St. Helens, Oregon, at
about the time of WAPAMA’s building. --Photo, NMMSF

125


c. Sagging of the main deck in way of the hatch.
This is the result of severely weakened half-beams,
carlings, and deck stringers in way of the hatch. Shoring
has been placed under the hatch, and more shoring is
planned for weakened deck beams fore and aft of the hatch.

d. Dishing of the cabin deck in way of the fidley.
The weight of the stack, and the poor condition of cabin
deck beams at the fidley have resulted in local dishing of
the cabin deck. This depressed area holds rainwater and
causes further deterioration of the deck structure. A
contract has been awarded to brace the stack and relieve
the load on deck beams.

Determining Strength of Deteriorated Structure

The strength of deteriorated wood is difficult to assess. The
science of engineering is exacting when applied to new wood or
more predictable and homogeneous materials s ch as steel, but
is not so precise when applied to situations like WAPAMA. The
need to accurately assess the strength of severely deteriorated
wood structures has rarely arisen in the past. This has

changed somewhat recently as more efforts are made to preserve
historic structures. An estimation of strength can be made

‘through visual inspection, sounding, and probing (methods used

in the survey). In WAPAMA’s case, an accurate assessment using
this method is complicated by the following factors.

a. Decay and weakening are sometimes hard to see.

Although a timber may be 95% sound, local deterioration at
a critical point can render the timber structurally
ineffective. What is more, the weakening effects of this
decay may not be detectable. In a deck beam, for example,
decay located in or near the middle of the unsupported span
will cause weakening that would likely result in noticeable
deflection of the beam. If, on the other hand, decay is
localized at the end of the deck beam, near the point of
shear, deflection may not be noticeable until ultimate
failure of the beam. Visible signs of decay are often
hidden by surrounding structure, requiring extensive
removals for inspection.

b. Holding power of fastenings is questionable

Strength and holding power of fastenings is critical to
structural strength. Iron bolts and wood trunnel fastenings
are buried deep inside timbers and cannot be easily
inspected. It is the buried portion of fastenings that
usually suffers most from decay or corrosion (see figs. 43
and 47). Removal of selected sample fastenings for
inspection may give a general idea of the overall condition
of fastenings. A large number of fastenings would have to
be removed in order to fully assess their condition.

74


139


5.

Interpretive Aspects of Structural Support Systems

Like a jack-o’-lantern in December, WAPAMA’s fabric can no
longer support her structure. Some degree of additional
permanent support will be necessary to avoid further
distortion and eventual collapse.

In the near term, this support will likely be in the form of
wooden shoring and bracing. Interpretation is best served,
however, by a system of structural support which 1) imposes a
minimum visual intrusion, 2) is clearly distinguishable from
original fabric and structure, yet 3) is aesthetically
compatible with its surrounding artifact. The use of
structural pipe, extra thick walled to reduce its required
dimension, painted a color consistent with other non-

original supporting structures (a dark green, for example),
would fulfill these requirements.

The hold, whose emptiness is so expressive of the purpose of
the ship, must be carefully considered in an optimum system of
structural support. It should not remain a forest of added
wooden members as it is at present. An optimum system is
outlined in item VI.C., and illustrated in concept in fig. 53.

In this again, the preservation of the ship on a barge offers
interpretive benefits. The presence of a steel foundation, in
the form of the barge deck, will facilitate erection of a
steel support structure for the hull. It also makes possible
the reinstatement or retention of heavy machinery on deck, the
support of the stack and boats, and the option to retain
original structural members whose strength is compromised but
in which further deterioration has been contained.

Weather Protection and Interpretation

From an interpretation standpoint, the proposed large shed roof
with removable side panels is preferable to the jumble of roofs and
awnings built on to the ship herself, or to a system of removable
covers. The latter two solutions make a one-view appreciation of
the vessel’s configuration impossible. The present roof over the
main deck, with its extensive diagonal bracing, prevents visitor
circulation around the deck and blocks a clear view of one deck
from another. To be fully effective, it would require extensions
and additions for protection of the upper superstructure and to
keep driven rain from the topsides. This would make a even denser
puzzle of the ship’s visual aspect. (see figures 48 and 49)

A system of temporary or seasonal covers would provide a
clearer view of the ship’s silhouette only in the dry season,
although this would presumably coincide with the vessels
highest visitation. (See Section 2, item VI.C. for a
discussion of the practical aspects of weather protection
options)

124


(Boat deck, cont.)
severely rotten at the top and bottom. The interior of the
pilot/chart house is intact.

The steel fidley trunk has rusted through in local pits on the
top, and active corrosion is seen on the ventilators. The
stack above the fidley trunk is in good condition, though the
iron pipes running up the aft side of the stack are corroded
and coming adrift. The stack stay wires show signs of
corrosion but are considered adequate for the time being.

The boat deck house is in good condition, but improper
drainage and waterproofing on the house top is promoting rot.
Standing water is seen at the forward corners of the house
top, where the covering board and moldings are going soft.

The canvas covering on the house top is torn in several
locations. Evidence that the house top is leaking is seen in
cabins #7, #9, and #10, where there is standing water on the
cabin soles. The decking and sill are beginning to rot in
cabin #7.

The exterior sheathing, doors and windows of the house are in
good condition, except for the doors to cabins #8 and #12
which are rotten at the bottom. The captain’s cabin and cabin
#1 are in good condition. Cabins #5 and #11 were not
accessible and were not inspected.

The two composite wood and steel lifeboats are in poor.
condition and are exposed to the weather. The wood portions,
including stem, keel and sternpost are rotting, and the sheet
steel hulls are rusting. The two transom stern wood boats,
formerly stowed on the boat deck, have been moved ashore
where they also remain exposed to the weather.

Conclusions

The boat deck area should be considered a preservation
priority because of the relatively intact state of the
structure. The ongoing deterioration, due to rainwater
seepage, will eventually result in costly repairs or loss of
structure. The most effective means of preventing this would
be to place a weather cover over the entire deck. If this
cannot be done, individual covers should be placed over the
pilot/chart house, fidley trunk, and boat deck house. In
addition, areas of torn canvas decking should be repaired,
and standing water eliminated by installation of scuppers.
The two lifeboats should be covered or removed to protective
storage. The two transom boats should also be protected,
even if rebuilding or replication is planned.

Although the boat deck is presentable for public display at
this time, access should be limited until the weakened
support pillars on the port side (noted in section Cabin
Deck) are repaired or reinforced.

53


Fig. 7. An unidentified steam schooner under construction at.
St. Helens Shipbuilding Co.

Note the size of the timbers in relation to the men seen at
left of center. Filler frames can be seen between the main
framing. These were used in lieu of the diagonal steel
strapping which was more common in large wooden ship
construction in areas where steel was more cheaply available.
When the exterior planking goes on, the midship area will be
an almost solid mass of timber. This massive construction is
now a liability as water leaking past the covering boards
becomes trapped in the framing and promotes rot.

Note also the long overlaps of frame members and _ the
mulliplicity of heavy fastenings. Many are at right angles
to the ones shown. Many of the features which built strength
into the ship now add to the difficulty of rebuilding.

The photo suggests how much removal would be necessary to
renew any one timber in this type of structure.

--Photo, NMMSF


(Preservation plan, cont.)

4. Long Range Preservation with Onboard Interpretation.

We recommend that long term preservation be adopted as a
goal but do not consider it feasible to develop a detailed
plan beyond current recommendations at this time.
Effectiveness of stabilization measures, long term
suitability of Barge 214, and long term availability of a
site will all need to be established before a definitive
plan can be developed.

5. Recommended Sequence of Work: The Next Five Years

The following schedule is obviously flexible and some items
may need to be deferred when measured against the needs of
the rest of the fleet. However, the condition of the
WAPAMA is so marginal that saving her will require a
minimum level of effort each year. Items in this critical
category have been denoted by an asterisk.

If resources cannot be found to accomplish minimum
stabilization requirements, preserving the WAPAMA will
become an unrealistic expectation.

>
>
WS
nN
BOAT DECK \\
\

4

CABIN DECK

MAIN DECK
Pootese

aes

SIDE PANELS AROUND CABIN DECK BOAT DECK

COVER IN WAY OF PILOT HOUSE

OPTIONS FOR ADDITIONAL FIXED COVERS eat | WAPAMA H.S.R.| 61

135



Fig. 12. . View of main deck, port side, showing deck stringer
and side stringer, area of severe rot localized around

fastenings. Note former deck opening at samson post
partners, upper right of photo. Beginning of main deck roof
structure seen alongside side stringer. --Photo, TCM

26


Forwaa
—=xx

T
|

SECTION “A-A”

iA 2A STL ANGLE:

Ye" FLANGED STEEL PLATE.
BRACKET WELDED TO BEAM.

3-5/8 DA. RD .VOOR SHIM

WEAD SPIKES. la

DETAIL OF BEAM BRACKET

FRAME 26, STBD. LOOKING FOREWARD
1 ° 1

SCALE OF Feer

FORMED EXTENT
OF TWEEN DECK
9/3 OF MATCH TO
FRAME N2 3G,

¢ STL PLATE
BRACKETS:
SEE DETAIL
Cetin
” ream
HULL PLANING

HOLD STANs.

ANGLE DECK BEAM.
AT FGAME 26 BUTTS

GENERAL NOTES

+. TWHEN DECK WAS ADDED ATA LATER DATE,
OBABLY DURING SERVICE IN ALASKA.
2.DECK HAS STRAIGHT SHEER AND NO CAMBER.

3. EVIDENCE REMAINS THAT TWEEN DECK AT ONE
TIME EXTENDED AFT TO FRAME 3G ON PORT
G STBD. SIDE OF HATCH OPENING, AND HAD.
STRONGBACKS AND HATCH BOARDS IN Way OF
MAIN DECK HATCH.

SVATER TANK
Caves
-4

Se

Sait 16 PLawcing — rs

o
t

Pd

@¥as4" 13a ANGLE BEAMSTYI

INSIDE FACE OF CEILING

Aran peawen
BEAMS AND
KNEES,

\3¥e"*6" tween Deck
Beams (Woon).

PLAN OF ’TWEEN DECK

‘SCALE OF FEET

TITLE OF ‘SHEET Torawing NO.

Steam Schooner WAPAMA 4 1/80,,048
oft

. cP sHeeT
PLAN OF ’TWEEN DECK Se
Historic Structure Report |or13,

bm pe


Main Deck House cont.)

Conclusions

Overall, the main deck house is in marginal condition. This
structure is not. presently in danger of collapse, but
additional support or repairs will be necessary if ongoing
deterioration is not abated. Of primary concern here is the
collapsing stack and boiler breeching. Though the stack can
be temporarily supported by adding steel brackets, a
permanent solution will involve removal and rebuilding of the
stack, and renewal of wood structure in the fidley. The
recently installed covers have partially alleviated rainwater
seepage, though additional covers are needed over the steel
fidley trunk and boat deck. Removal and replacement of rotten
tongue and groove sheathing will help make the house

weather-tight again, and will allow inspection of timber studs
in the sides of the house.

Fig. 16. Dining saloon, looking aft and to stbd. Note fixed

seating, radiator under thwartships table. Curtained doorway
in aft bulkhead leads to former passenger cabin and steward’s
accommodation. --Photo, TCM

31


$27-9-C

S27-9-F

$27-13-C

FULL 3S": ROTTEN, FIBERS DARK HND MUSHY

FULL 10": ROTTEN, FIBERS DARK AND MUSHY

FULL S": ROTTEN. NO FISERS

a" 10 4": FAIR >> 4" TO 10": ROTTEN, FIBERS DARK AND MUSHY
FULL S": ROTTEN, FIBERS DARK AND MUSHY

FULL 14": ALL GOOD, FIBERS LIGHT AND DRY

FULL 14": ALL GOOD

FULL 10": ROTTEN, FIBERS DARK AND POWDERY

oO" To 6"

SOFT, FEW FIBERS

FULL 10": ALL GOOD

FULL 10"; ALL GOOD

oOo" TO S": SOFT >> 5S" TO 10": ROTTEN, FIBERS DARK AND MUSHY
Oo" TU 6": SOFT, FIBERS DARK AND MUSHY

FULL 10": ROTTEN, FIBERS DARK AND MUSHY

o" TO 2": SOFT >> 2" TO 10": ROTTEN, FIBERS DARK AND MUSHY
FULL S":s ROTTEN, FIBERS DARK AND MUSHY

FULL 6": SOFT, FIBERS DARK AND MUSHY

Oo" TO 4":SOFT >> 4" TO 8":ROTTEN, FIBERS DARK
AND MUSHY (BORING TAKEN FROM OUTSIDE)

oOo" TO 7": FAIR >> 7" TO 10": SOFT, FIBERS DARK AND POWDERY
FULL 14": ALL GOOD, WOOD FIBERS DRY AND LIGHT IN COLOR

FULL 14": GOUD, WOOD FIBERS GREY

Oo" TO 5": GOOD >> 5" TO 10" ROTTEN, FIBERS DARK AND MUSHY
FULL 14": ROTTEN, FEW MUSHY FIBERS
o" TO 5S": GOOD >> 5" TO 10": SOFT

FULL 14": ROTTEN, FIBERS DARK AND MUSHY

o" TO 4": GOOD >> 4" TO 10° ROTTEN, FIBERS DARK AND MUSHY


should therefore slow down as the structure dries out.
Nail sickness is difficult to treat because much of it
is occurring at fastenings deep within timbers. The
recommended chemical treatment for brown rot, sodium
borate, is reported to have anti-corrosive properties
(U.S.BORAX, 1986). If significant penetration is
achieved with this chemical it may help to slow the
rate of corrosion of fastenings.

Warping and Shrinkage: Change in shape and bulk of wood
is considered by many to be a major drawback to
dry-berthing of wooden vessels. In WAPAMA’s case, this
has not yet occurred in a serious way. One reason may be
that she remains relatively moist due to rainwater
saturation. The hull bottom, the only portion of the
vessel which was formerly immersed in water, has
undergone some shrinkage and opening of seams, but
remains relatively sound. All other exposed surfaces
remain in much the same environment as when WAPAMA was
afloat. Warpage and shrinkage seen in these areas are
more likely due to a reduced maintenance of coatings
rather than changes in environment.

Because the recommended treatment for rot is drying of
the structure, some wood consolidation or stabilization
treatment will probably be necessary to prevent de-
bulking of timbers, particularly those damaged by decay.
PEG (polyethleneglycol) has been ruled out as not
suitable for application on WAPAMA (Grattan, 1986).
Several epoxy wood consolidation products are now
available, and have been used with success in numerous
preservation applications. These products may have
application here, but are expensive. Product testing is
recommended on WAPAMA. Any wood consolidation effort
should be made in conjunction with the rot treatment
program.

5. Coatings

Wood coatings are essential for two major reasons:

to protect wood surfaces from weathering and decay, and

to improve appearance. WAPAMA is in need of coating for
both reasons. Much of her exterior remains exposed to the
weather, and coatings have broken down. In addition, the
vessel’s high visibility at the Bay Model site warrants
some effort to improve her appearance in the near tern.

Many of the wood surfaces can be coated as they were
previously. This includes the interior and exterior
surfaces where rot has not encroached. Surfaces where rot
is present will require special treatment. These surfaces
should not be coated with any material which will inhibit
the drying process or prevent treatment with surface
applied preservatives. Where there is an immediate need to

92


BULWARKS

See Sheets 6 and 10 Hy = =|
; aa

Description

The main bulwarks are heavily constructed, being formed by
9" x 14" futtocks (continuation of frames) on 30" centers,
with a single outwale, 2-piece inwale, a cap timber and
outboard planking. A wood chafe plate, with 2 semi-oval iron
chafing straps, is fitted on top of the bulwark cap. Large
iron ring bolts for securing deck loads are fitted on
alternate stanchions.

Condition

The bulwarks are rough and weathered due to years of hard
service. Almost all stanchion timbers show some rot.
Approximately 50 % of the stanchions are severely rotten and
many have been patched with cement (circa 1961). The covering
boards between stanchions have leaked, allowing rain water to
get in and rot the stanchions at and below the main deck
level. Many of the adjacent frame heads show rot as well. The
bulwark inwales are rough from years of service but are in
generally fair condition. Small rot pockets are seen
throughout, and larger areas of advanced rot were found on the
starboard side, frames 14 to 19 and 27 to 39, and on the port
side at frame 14. Although the bulwark cap was partially
renewed in 1960, most of it has gone soft, probably due to
rainwater being trapped under the chafing plate on top.
Severely rotten areas are seen on the port side at frames 41,
51 and 55, and on the starboard side, frames 23 to 25 and 30
to 39. The bulwark planking is soft throughout, but few
areas of severe rot were seen.

Conclusions

The bulwarks retain adequate strength to stay in place and
are not a safety concern at this time. Extensive
deterioration seen in the bulwark stanchions present a
problem for interpretation. As in the early 1960s, these
rotten timbers could be patched with cement or similar filler
material, though this would be a stopgap measure and would

do nothing to arrest ongoing rot. Any major rebuilding of the
main deck should include renewal of at least some of the
deteriorated stanchions. A rebuild of the bulwarks would
necessitate loss of most of the weathered original fabric,
such as the inwales, which are illustrative of the hard
working life of the vessel.

27




LOCATION CONDITION

P31-e-C FULL 10 SOFT, FIBERS DARK AND MUSHY

P31-2-F FULL 6": ROTTEN. FIBERS DARK AND MUSHY

P31-10-C Oo" Tu 4": GOOD >> 4" TO 10": ROTTEN, FEW FIBERS (7)
P31-10-F FULL 6": SOF1, FEW FIBERS

P31-14-C oO" To #": FAIR >> 4" TO 10": SOFT. FIBERS DARK AND MUSHY
P41-14-F FULL ©": SOFT AND MUSHY

P33-1-C FULL tu": SEML-SUFT. FIBERS DARK

P34-2-C FULL 10": SOFT, FIBERS DARK AND MUSHY

P34-2-F FULL 6": ROTTEN. FIBERS DARK AND MUSHY

P34-9-C o" TO 5S": GOOD >> 5" TO 10": SOFT AND MUSHY
P34-9-F, FULL 6": ALL ROTTEN, FIBERS DARK AND MUSHY
P34-13-C o" TO 2": GOOD >> &” TO 10": SOFT AND MUSHY
P34-13-F FULL 6": ALL ROTTEN. FEW FIBERS

P37-S-C oO" TO 4": FAIR >> 4" TO 10": ROTTEN, FIBERS DARK AND MUSHY
P37-3-F FULL 6": ROTTEN, FEW FIBERS

P37-7-C oOo" 10 2": FALR >> 2" TO 10": ROTTEN, FEW FIBERS(?)
P37-7-F , FULL 6": ROTTEN, NO FIBERS

P37-13-C FULL 10": ROTTEN, FIBERS DARK AND POWDERY

P37-13-F FULL 6": ALL ROTTEN, NO FIBERS

P40-3-C oOo" TO 7": GOOD >> 7” TO 10": SOFT, FIBERS DARK
P40-3-F FULL 6": ROTTEN, FEW FIBERS

P40-7-C o" TO 7": GOOD >> 7" TO 10": SOFT

P40-7-C FULL 10": ROTTEN, FEW FIBERS. DARK AND MUSHY
P40-10-C FULL 10": GOOD

P40-10-F FULL 6": ROTTEN, FIBERS DARK AND MUSHY

P40-12-C oOo” TO 6": GOUD >> 6" TO 10": SOFT


Many seams have been paid with cement. The majority of seams
are open, particularly at the bow and stern, where oakum and
cement is falling out.

Approximately 40% to 50% of the iron spike plank fastenings
show moderate nail sickness extending 1" to 2" around
fastenings, and up to 3/4" deep. Most trunnels are

still effective, though a few are seen to be partially
decayed or abraded at the plank-to-frame faying surface.

Fig. 32. Bottom, stbd side, on barge, Nov, 1985. Double-
sawn frames may be seen where planking has been removed (see
Fig. 33). Note hog in keel. --Photo, TCM

56


Fig. 40. Steam windlass on deck of Barge 214. One of steam
winches from fore mast seen in foreground. .
Fig. 41. Inbd. side, main mast winch, in place. -—-Photos, TCM



(Forecastle Head cont.)

Conclusions

In order to achieve even the modest goal of public access,
the forecastle head deck would have to be rebuilt, including
replacement of deck beams, clamps, planking, bulwarks and
covering boards. Remounting of the mast and deck gear would
require additional work to further support the forebody.
Alternately, this deck could be preserved as is by extending

weather protection and treating existing rot, though public
access would have to be limited.

Fig. 10. View of forecastle head deck. Sliding doors to
forecastle are visible under overhanging after end of deck.
Note winch foundations at after end of deck. This deck is
now covered by a roof structure. --Photo, TCM

21


83


GENERAL NOTES

NUMBERS NOTED AT SOCRS REFLECT
EXISTING DOOR NUMBER LASEL PLATES
ON SHI. TYPICAL DOORS axe 1-10%2"*5-BNE.
FIRST CLASS PASSENGERS Ow CABIN DECK:- 6.
PASSENGER CaBm (NIZ G13) FURNISHINGS:
AQE SAME AS ON BOAT SELU (SEE SHEET
N27, NOTE N22) EXCEPT BOQ BEQTHS AND
Seren.
3. PHOTOS SHOW THAT CABin DECK EXTENDED
=o BQeAK OF BULWAGK WoT LADDER INBOAZO
FROM CIRCA 1931 TO AFTER B37.
BATHROOMS AFT (FRAME 86-61):
FROM K.KORTUM DATA, SO-GINALLY THERE,
VEQE 4. BATHZOOMS , 3- FOG PASSENGERS
AND 1- FOR OFFICERS.

ALL WINDOWS ARE [77% 23% DEOP TYPE,

2

»

w

FRAME CENTERS AQE SiOwer FOR COMPARISON

otsie Bai BELow

== MITHW OTHER DRAWINGS ONY. NO STRUCTURE
OTHER THAN MULL FRAMES 1S LOCATED ON

THESE CENTERS.

L-Foamea caBin DecK. 9/5

CARGO WINCH R/S

STREQING GEAR

L-NINCH ODEZATING.
cavers

OPEN chocK, 7/5,

COMMING, ROME.

BOLTED TO COAMING—.

TURNED RAIL STANCHIONS —~

aBove,

BECK ABOVE 7/5~

TUGNED QUAeTER STANCHIONS.
cLosep cHack,

») ‘\ IT SOCKETS, (TYP)

Rai 2- COURSE

BACKSTAY P/S

~vige zope STEERING CABLE
SWEAVES Two W/S——

T pARPING LINE LEAD over
Servet Buock To siPsy

‘SCALE OF FEET

PREPARED TITLE OF SHEET ORAWING NO
Steam Schooner WAPAMA = 641/80 048
CRAWRTM Fi anne
PLAN OF CABIN DECK PKG.
TERRES 557

wre Historic Structure Report —



NI

5 GENERAL NOTES

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BLACKSMITH Suo0.
NOTE NE? 2

WNEHES ON ONE MAST WAS TED
SN THE VEST COAST. THE TRON,
CAMECTED TOA HOOK WITH HE
ANS RINGS (CALLED A’BLACKSME
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A THE NcHES ARE "COG wincHES
SER2 AND GEVEGSIBLE, ONE WiKc
Fag WO WINCHES OF A'SET HAL
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A INTHE IGCING ELEVATION, THEY
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9 Races: THE FogEmagt 2ace
MamMAST AND STACK ZAKE 27

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FSM PEMAIWING PHOTOGRAPH

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TITLE OF SHEET

Steam Sthooner W:
RIGGING ARRAN

— Historic Structure


Structural Survey : Steam Schooner WAPAMA

WOOD TEST BORINGS IN HULL

PROCEEDURES

The following is a record of wood borings taken in order to
determine the condition of WAPAMA’s larger structural members.
This work was performed by Tri-Coastal Marine, Inc. during the
structural survey of the vessel on November 23, 1985. Borings
were taken using a 1/2" x 16" auger bit and electric drill.
Condition of wood shavings was determined by visual and tactile
observation.

LEGEND
Frame no.
Ceiling plank,
Port/Starboard numbered from inboard
side of ship
Lo Member:
——N _—— F = frame
P20-\I1-F C = ceiling
K = keelson
S = sister klsn.
=
i

Pht

7

. iwine (C) 6
Cerne (C) is\ TR
ws aq].
. \ 3
Sister Keeisons \ 12 ;

. \
KeeLsons / ($1-$3) 7
(K1-K3) \5 asecy
2 <

12 423
41 - "N Frame CF)



One of WAPAMA’s most noteworthy features is the massive
size of her timbers. Consider the following examples:

Keelson: 20"x20"x70-80’ lengths
Asst. Keelson: 18"x25"

Deck Beams: 15"x14.5"x40°
Ceiling: 10"x10"x60’

Such timber must be resawn out of even larger balks; no
modern lumber or construction business deals with such
dimensions on a routine basis. There are still stands of
old growth sufficient to provide large timbers but these
trees are generally in areas remote enough to make
transportation commercially prohibitive.

Therefore procuring the timber for rebuilding WAPAMA would
require special ordering to allow lead time for selection
before felling and milling, in addition to the time
required for seasoning.

The long lead time and special logging effort to procure
timber for her massive scantlings is only one reason that
the process of removals and restoring the shape of WAPAMA
would be a very slow one. In any nonstandard procedure
delays can be anticipated. As the overall project time
increases, the confidence factor in initial cost estimates
decreases. Any start-stop cycles due to lack of funding
would result in inefficiencies and consequent cost
overruns. The time required for a complete rebuilding would
very likely be 8 to 10 years.

The rebuilt vessel would essentially be a new ship, with
minimal retention of original fabric. There is
considerable division of opinion in the field of historic
preservation on whether the loss of historic fabric
outweighs the benefits of having an historic structure
restored to its proper appearance and setting. Present NPS
policy does not support replication of large historic
structures as a preservation alternative.

Finally, questions of policy aside, it must be recognized
that rebuilding the WAPAMA does not permanently solve the
problem of her preservation. With the proper maintenance of
the rebuilt vessel requiring resource allocations well
beyond any level that has been available in the past, our
successors would eventually face nearly the same problem
with WAPAMA that we do today.

In the present context of the immediate and critical needs
of the entire fleet of historic ships entrusted to the NPS,
and the finite resources available for this purpose, the
commitment of major funds to a rebuilding of the WAPAMA is
not seen as a practical option.

81


(structural integrity and support, con.)

Bulky timber shoring may not be very attractive from an
interpretive standpoint, but is both necessary and cheap,
and therefore likely to be relied on for the foreseeable
future.

Long Term Support System

Normally, a vessel out of water places about 90% of its
weight on the keel blocks. Strictly speaking this is still
true of the WAPAMA but there are enough severe weaknesses
in her timbers to allow localized sagging strains from
simple gravity to open joints and add to existing
distortions. This problem will become worse as the vessel
dries out and fastenings lose more of their holding power.
Placement of additional shores against the exterior
planking will be of some help but will not relieve rotten
floors of the weight of the ceiling. Shoring from deck
beams to ceiling will add to compression of the floors.

The ship is held together principally by the combination of
the clamps, ceiling, and major framing members. A good
long range support system should penetrate through the
planking in selected places in order to transfer the weight
of these major internal members to the deck of the barge.
If the relatively intact upper ceiling strakes can be
supported directly from the barge deck, the bilge blocks
will only be carrying the weight of the bottom outboard of
the keelsons.

Ships are designed to be supported evenly and continuously
by water. When out of water for prolonged periods of time
and supported on only a few points, their own weight works
very much against them. Therefore an optimum support
system for the WAPAMA would simulate the support of water
by providing multiple points of support rather than a few
concentrated areas such as her present bilge blocking
system.

Another design criteria for a permanent support system
should be unobtrusiveness for the sake of interpretation.
The added support should block or distract viewing of hull
form as little as possible. Designing a system that is
visually minimal and structurally adequate will require an
engineering effort beyond the scope of this report. A
suggested concept for such a system is given in figure 53.

105


(Structural Renewals, cont’d.)

Renewals for Public Safety - Main & Cabin Decks

Item Dimensions

Main Deck Planking 4" x 4"

Main Deck Girders 13-1/2" x 13-1/2"

12" x 13-1/2"

13-1/2" x 11-1/2"
Waterways 13" x 13"
10" x 15"
Hatch Coaming 11" x 22"
Hatch Carings 12" x 15-1/2"
Main Deck Beams (2) 15" x 18" x 38’
(14) 15" x 14" x 38°
(10) 15" x 14" x 12’
Poop Deck Bulwarks 12" x 12" nom.
(add 15%)

Misc.

Total Board Footage

Estimated Cost of Main and Cabin Deck Renewals:

@ $16.00 per b.f. $ 920,000
@ $ 9.00 per b.f. $ 504,000
@ $12.00 per b.f. $ 672,000

109

Linear Ft.
9,643

294
294
276

294
294
25
§1
76
532
120

150

Board Ft.

12,857

4,466
3,970
3,570

4,140
3,675

504

730
1,710
9,310
2,100

vd


WAPAMA, near the mid-point of her working career, steams

light across San Francisco Bay. Photo by John W. Proctor

ca.1932-1937. Courtesy The National Maritime Museum at
San Francisco


(Extended covers, cont.)

From a preservation standpoint, coverage of the entire
vessel is highly desirable. There is rot in the wheelhouse
roof, doors, and aft corner posts. The engine room stack
casing is riddled with rust holes. The boat deck and
covering board are rotten in places, as is the boat deck
house (see Section 2, item III.C., "Existing Condition
Survey" for an inclusive list of defects). For all of
these reasons, a roof of some kind over the entire boat
deck level will best save the structure and minimize
maintenance needs in the future.

Placing the entire vessel under cover carries the aesthetic
disadvantage of obscuring the lines of the ship under a
very large, cocoon like structure. A compromise position
would be to repair the boat deck level structures to a
weather tight condition and build covers for the cabin deck
level, which suffers far more serious decay. A detailed
listing of the repairs required on the boat deck level was
submitted in January 1986, in a preliminary draft of this
report under the heading of Immediate Recommendations.
Since then further examination and ongoing deterioration
indicate extensive repairs will be needed to seal this

area effectively enough to permit it to remain uncovered.

Removable Fabric Awnings

A fabric cover suspended as an awning, without an extensive
rigid frame, is not considered a viable alternative. This
is because awnings are normally not expected to withstand
severe weather and are typically taken in during such
conditions. Yet severe weather is precisely when such a
cover would be needed most on the WAPAMA. The windage of
an awning type cover would require strong support and
rigging of a suspension system which would have to be
mounted from the barge deck to keep the wind loading off

of the weakened ship.

The primary difficulty is that the fewer the points of
attachment the greater the strain that will come on these
points. Therefore very strong rigging and canopy
construction will be required. Any canopy that can stay
up in 50 knots of wind will represent as much sail area as
the full-rigged ship BALCLUTHA could carry in such
conditions. A quick glance at the rig required to support
these loads on the BALCLUTHA will give an idea of the
practical requirements to keep cloth standing broadside on
to a gale.

Such a structure can also be expected to require far more
maintenance in any given year than a fixed cover.

99


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v Ww DuAFT Loe. : iW io
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a —: ~ - I = — — COFFEGDAN CORK
pupora- - Tr TTT TT ve Da SMarT] i L us
" err PS i Lpixent peo i il Gig SueaTeNe
4+ 1 - 7— END OF ASST.
peouze piururs rrr eee 2503
Pousetous, 1
SSonze THeU pou Sulit
H

BASE LINE _
Bortom OF KEEL

Lt .
\ _— —o
j OL Ae oe oe 7

SS BEAROING LINE

- UNE OF MOS To 60 55 50 45
Peiieg-/ SS IRON TE AT KEE. DEC. (985
1RON OR STEEL PROPELLER Won TE
4 ° 12



Conclusions

The engine room presents a challenge for both preservation
and interpretation. This compartment is presently considered
unsafe, even for volunteers and crew. The first priority
should be to correct safety deficiencies in order to begin
preservation work. A major program of documentation and
removal of wasted machinery and piping should be undertaken
before further collapse prevents proper recording of these
artifacts.

Preservation of the wood structure should begin with
weatherproofing. This can be achieved in the short term by
addition of covers over the decks and fidley above. Even if
freshwater is stopped, drying will be slow due to the poor
ventilation here. The drying process can be speeded up by
selective use of forced air ventilation. Even so, ongoing
decay will likely necessitate some repair, and possibly
renewal, of deck beams and stanchions.

Fig. 22. Engine room, stbd side looking aft. Curving
pointer can be seen piercing afterpeak blkhd. Twin dynamos ,
right foreground. --Photo, TCM

44


Fig. 14. Main deck engine flat,
looking forward. Steam chest is in
center foreground, donkey boiler
past it to the left. Ventilators
port and stbd, and stbd side of
boiler breeching visible beyond.
Note heavy knees port and stbd.

Fig. 15. Main deck engine flat,
looking aft. Top of engine, steam
chest, is enclosed by pipe rail.

Photos, TCM

30


H.

SAFETY

Safety is considered a high priority in all phases of WAPAMA’s
preservation. This section addresses both long and short term
safety concerns.

Immediate Safety Concerns

Although the general public is not presently allowed access to
WAPAMA, safety concerns exist for staff, volunteers, and
contractors who are involved in preservation work at this
time. Many of the existing safety hazards will be corrected
during the course of stabilization and preservation. In the
mean time the following immediate actions are recommended.

a. Rope off all unsafe areas of decks and compartments,
provide warning signs.

b. Assign a "safety officer" to all large groups working
aboard the vessel.

c. Clean up and remove all debris which may present a falling
or tripping hazard.

d. Secure all weak handrails or provide rope backup.

e. Limit access of existing scaffold stairwell to one or two
persons at a time.

f. Secure main electrical switch panel, limit usage to
personnel knowledgeable with electrical system.

Public Access and Egress

The extent and method of public access will depend on
interpretation goals. Regardless of how and where the public
enters and tours WAPAMA, the following general safety
requirements will apply.

a. Reduce or eliminate tripping and striking hazards.

b. Provide access stairs and ramps with an easy pitch and
proper hand rails (this may be difficult in limited spaces
such as the engine room).

c. Provide an emergency egress.

d. Install adequate lighting and emergency lighting system
for enclosed passage ways.

Structural Deficiencies

Structural deficiencies are the result of wood decay and
corrosion of metal fittings and equipment. Specific corrective
measures are covered in other sections of this report. The
following recommendations reflect general safety concerns, and
should be carried out prior to allowing public access in these
areas.

a. Repair or renew weakened decking and deck supports for
main, forecastle head, and boat decks.

127


WAPAMA underway, 1930's prot: satause. |-

SS eee

SHEET INDEX

1. COVER SHEET wt
2. PROFILE VIEW 8. F
3. OUTBOARD PROFILE A
4, INBOARD PROFILE oF
5. PLAN OF HOLD 10. F
ON BARGE HN

6. PLAN OF MAIN DECK 12. (
13.1

sHeTN @-@-

BASIC DATA

OFFICIAL N®: 213092 NET TON.
LENGTH OVERALL: 216-11" BE
BUILT: 1915, St. Helens Shipbuilding
for Charles R. MeCormick Co.
ENGINE: Steam, triple-expansion, bu
San Francisco. 2 water-tube boiters.

THE BAY MODEL Sausalito, California

ABBREVIATIONS ar

NORTHERN CALIFORNIA
ay
7 “ae Wooos: 7
Sapte Sn

ON MICROFILM

7

BHD Bulkhead LKR 1
BLWK Bulwark OA €

Centerline OPG €
DK Deck OUTBD ¢
FR Frame P&S F
F&A Fore-and-Aft RAD g
FWD Forward SHLVS §&
INBD Inboard STBD s
KLSN_ Keelson STL §
LGL Longitudinal T&G 1
LONG SECTION SEC
CROSS SECTION ADD
UNDEFND ————— HIS!
BULKHEAD STRUCTURE (FOF

STEAM SCHOONER YVA PAMLA

HISTORIC STRUCTURE REPORT

Prepared by
TRI-COASTAL MARINE, INC.
(WHITE ELEPHANT MANAGEMENT CO.)
GALVESTON, TEXAS
1986

UNITED STATES
DEPARTMENT OF THE INTERIOR

NATIONAL SARK SERVICE
DENVER SERVICE CENTER

PREPARED

TITLF OF ORAW

COVER SH

LOCATION WITHIN

(SURVEYED, PACIFIC DRY

NAME OF PAI

GOLDEN GATE NA1

WESTERN
REGION

MARING SAN FRA
COUNTY



Fig. 2. WAPAMA immediately after launching. She will be
loaded with lumber and towed to San Francisco for completion.
A bare hull with only partly completed accommodations, the
vessel will hold more lumber on her delivery trip than she

will ever carry again, helping to offset the cost of her tow.
More than half of the work lies’ ahead. Tanks, bulkheads,
engine and auxiliaries, shafting, propeller, rudder and steer-
ring gear, boilers and stack, piping, wiring gratings, deck
machinery, masts, booms, rigging, deck houses, interior
joiner-work, boats, davits and miscellaneous gear are still

to be fitted.

A hull even as large as WAPAMA’s could be built virtually on a
riverband with simple machinery, and was more cheaply built
near the lumber supply. The remainder of the ship, products
of industry, were more available in a large port city. As
this post-launch fitting-out typically amounted to about 75%
of the cost of a vessel, WAPAMA may well be considered to have
been built in San Francisco on a hull provided by the’ lumber
yard she was to service.

--Photo, National Maritime Museum at San Francisco (NMMSF)


Section
PHYSICAL HISTORY and ANALYSIS

AIT

eg UMSAEADLER!

|

=



DOAT DECK

c's.
Ling OF FOC SL
Prowse

TABIN DECK

le Z_ FORMER “INGPOSTS.

-scupeens

= A rt i
= SS ST |
Qa H 7 2DAD WATER
aA / 6 INE
— = Canes 13
coweision, R
4 Petes 3
£83 i2
38
Ou 1g DRArY MARKS
Kd zo of TM Feet
eat 9
35 STOP OF KEELSON _ ase , a
20 ° I
a) 33 e
, ze — — — A ETOP OF ASSISTANT KEELSONS
28 2
oa “ ‘TOP OF FLOORS ana
< mag Teapeer tine
Cw =) TOP OF Keel <=
=
0 =1 = a Dase Lt
boost pie | ke ee es 1 yt TF a | YP PO TO PO PEED 1
45 40 as WORM SHOE 30. 25 20 1s 10 s 1 WFR
2-6) 550" FACE OF STEM
1 Rg Se tact on sias
Zone oF BAwGE DECK : ws
PREVIOUS
Deawines i720" _
PREPARED TITLE OF SHEET TORAWING NO.
Steam Schooner WAPAMA. 641/80, 04
ORR rae
OUTBOARD PROFILE exe, | SHEET
THERES 557 [3]
or Historie Structure Report Jor 13,

o


b.

(2).

tides somewhat below mean low water. Grounding of
the barge would cause damage to the anti-corrosive
bottom coatings. Access to the barge would be
provided by a brow from the bulkhead. Electrical
and water service would need to be extended to the
site.

This site would locate the vessel ashore, parallel
to building 670 and approximately 100 to 200 feet
to the east. A 250’ x 70’ shed could be built
between the waterfront roadway and the large trees
to the north. Shifting the vessel ashore would
require dredging in order to float the barge close
in to the shoreline. Driving of temporary pilings
may be required to achieve sound foundation on
which to move WAPAMA.

Among several disadvantages of both locations at Ft.
Baker is the visual impact that the vessel and its shed
would impose on the area. A 70° x 250° structure would
appear out of scale to the surroundings and would
partially block the view of the bay in either location.
The present General Management Plan intends to convert
Ft. Baker to a more natural recreational configuration,
a plan which appears to run counter to the placement of
large structures on the site. The area is also under
consideration for a U.S. Coast Guard facility.

Hyde

Street Pier

Locating the WAPAMA with the rest of the fleet would
consolidate the interpretive and maintenance efforts and
increase staff efficiency. Berthing space is available,
though some modification would be necessary. The site
presents some very serious drawbacks:

(1).

(2).

(3).

(4).

The housing structure would dominate the site and
would appear out of place in the historic setting
of the pier. While the pier is historically
appropriate for the ship, her appearance there
would not be at all "natural" while she is elevated
at least 20’ above where she would be if afloat on
her own bottom.

The housing structure would violate the 40 foot
height restriction. Though a floating structure
might not be covered by the restriction, it would
likely be opposed by local residents.

Even after completion of the new breakwater, the
wind and wave action may be in excess of that
encountered at either the Bay Model or Fort Baker
sites.

The space taken by WAPAMA might be more suitable
for BALCLUTHA.




the structure, and access can be turned to interpretive
service, allowing viewing of previously hidden internal
structure.

An additional safety egress will be required; this could be a
sturdier version of the existing scaffold stairwell. Barge
deck safety railings and a two-lane gangway will be needed
for safe boarding and circulation on the barge.

Circulation

Access will at first be limited to the hold, ‘'tweendeck, main
deck, accommodation areas and portions of the barge deck.
Visitor circulation on the main deck is at present severely
compromised by the diagonal bracing of the main deck cover.
This arrangement will have to be modified for any reasonable
access to this area. The accommodation spaces on the main,
cabin and boat deck are relatively intact, and with
unobtrusive weather protection, structural reinforcement and
cosmetic refurbishment, they could be interpreted much as they
were before.

The forecastle can be rendered accessible by improved
structural support of the overhead. The forecastle head deck
will require extensive rebuilding to safely support visitor
access, and to allow reinstatement of the machinery which
constitutes the significance of the area.

Visitor access to the engine room is a difficult problem for
most museum ships. The steep and narrow steel ladders, which
steam engineers were expected to negotiate, serve to screen
out a significant percentage of the visiting public, and can
be hazardous for anyone who is unused to then. In WAPAMA,
with an extremely interesting example of steam propulsion, the
opportunity exists to provide comfortable access from hold to
engine room by removing one of her badly corroded boilers.

The interpretive reward could be vastly increased if, instead
of removing the boiler, the interior were cut away, thus
providing access through the interior of the boiler, and an
insight to an artifact whose workings can hardly be guessed at
from the outside. Aside from access difficulties, the engine
room is presently unsafe, primarily due to asbestos and
collapsing piping (see item VI.H, Safety).

Circulation can continue up the engine room ladder ways (a far

easier direction to negotiate them), or back to the stairway
in the main hatch.

123


The two oil fired water tube boilers are placed close
together, near centerline, with furnaces facing aft. Aft of
the boilers is a flat diamond plate grating area from which
the boilers and main engine were operated. To starboard are
the fuel oil transfer pumps and manifold, while to port is
the bilge system manifold.

Next aft is the main engine, a steam triple expansion,

800 THP. Aft of the engine is a thrust bearing and
intermediate shaft coupling. Behind these is the steel after
engine room bulkhead.

Aft of the starboard fuel oil tank are bins for spares. In
the starboard aft corner of the engine room are two steam
dynamos and the ship’s electrical distribution panel on a
platform about five feet above engine bed level.

Across the after bulkhead are lube oil tanks on center and to
port, as well as a refrigeration compressor. On the port side
of the engine room aft of the fuel oil tank are mounted the
evaporator, feedwater pump, condensate pump, main
circulating pump, and an electric fire and bilge pump
installed after she became a museum ship.

On the starboard side, a steel ladder rises to an
intermediate grating level for accessing the upper portions
of the engine. A second run of ladder continues up to the
main deck engine flat at the main deck level. The engine
cylinder heads and steam chest occupy the forward center of
the main deck engine flat. The original steam fire pump is
located to port, and the present shore power distribution
panel and disconnect are mounted on the starboard cabin
bulkhead. Forward of the engine is a thwartship passage with
doors out to the main deck. Forward of the passage, and
slightly to port, is a donkey boiler which supplied steam for
the dynamos and winch engines while WAPAMA was in port.
Forward of the donkey boiler is the breeching of the main
boilers which rises up to the funnel.

Aft of the engine room is the after peak, reached by manholes
in the engine room bulkhead or small scuttles in the saloon.
The after peak has the stuffing box for the shaft and two
riveted steel water tanks, port and starboard, fit to the
rise of the hull. The rudder trunk is located aft of the
water tanks, and a large stern pointer crosses the deadwood
beneath the tanks.

12


doped or painted. As such, it probably presents little or no
hazard. On the other hand, the insulation around the boilers
is becoming exposed as boiler plating and doors come loose and
collapse. This asbestos is turning to dust and may easily
become airborne. Removal of the boiler insulation should be
considered before other major work is performed in the engine
room. Partial dismantling of the boilers may be required to
remove all insulation. This is considered feasible and might
be compatible with plans to modify the boilers for
interpretation.

Although the steam pipe insulation presents less of a threat
public concern over asbestos may dictate abatement prior to
allowing public access. Methods and cost of asbestos abatement
should be determined through consultation with companies
specializing in this process.

129


PIPE CONNECTIONS.

-DROP window mvs GENERAL NOTES
Otreas rived ae

LNUMBERS NOTED AT DOORS REFLECT EXISTING
DOOR NUMBER LABE_ PLATES ON SHIP.

ZCABINS NUN ANDN@IZ “AVE BEEN ZESTORED. THE,
B-HIGH BEQTHS ARE “HE ONLY PASSENGER SEGTHS
REMAINING OM THE SORT DECK. THE PORCELAIN
WASH BASIN AND SMA. STEAM HEATER Age
HISTORIC. THEE 1S. A wELOT AND WOOD SHELF
ABOVE THE BASIN. BN A -STORIC MeCORMICK
PHOTO OF THESE TABMS SHOWS A SMALL POTABLE
MATER TANK ABOVE "-E BASIN AND A DRAW
CuRTAIN ON A ROD ESS ZACH BERTH.

Z.FIRST CLASS PASSENGTZS ON BOAT DECK ~ 30.

ASTEEQING WHEEL: LER CABLE RUNS OVER
BORT ANG STOD. SQA BuICH ARE GEAGED To
WHEEL SHAFT, AS SHOWN. ABOUT 12 TURNS OF
WHEEL ARE REQUIZED 720m 40°DORT TO 40°
S1BO. BUOOER. THES 5S SHOWN ON SHEET AE 7

PLAN OF UPPER PART OF PILOT HOUSE S.FROM INTERVIEW BY < CORTUM: DECKHOUSE
EXTENGION AFT. S78> WAS & BATHZOOM
Cooden cigca 1930).

GDUCKBGARDS IN REMCNEABLE PANELS AGE
PROBABLY A GECENT ADCITION OVER ORIGINAL
CANVAS ON H/o" "Ga DECK

7.LIFEBOATS: BOAT FAL-S HAD TRIPLE BLOCKS
WITH HAULING PAQT COED DOWN in TUBS.
BOATS NOI @ NE? ARE WOOD CONSTEUCTION
ZARVEL PLANKED.

BOATS Nes GNSS ANE BIVITED SHEET METAL
PLANKED HULLS WiT WOOD THwARTS 4 TRIM.

wood
PANEL

FLAG locver
OVER PS ee

LEVATION OF RADIATOR
IN STATEROOMS

covene
OPEN —>

| or

TAFFRAIL
Log Backer

ALU BOATS HAVE 12" Osa FLOATATION TANKS UNDEQ
THE SIDE BENCHES AnD N23 44 WAVE FITTED
ee TANKS UNDER THE BGW AND STEQN DECKS,
— = SpeRtn B.FZAME CENTEGS ATE SHOWN FOR COMPARISON
= —= ; ViTH OTHET OUAWINGS ONLY. NO STRUCTURE
= Siiee THAN MULUFS AMES IS LOCATED ON
——— = ee THESE CENTERS.
f= Fogmea ammo 3 pcarus == a5 ARES 9 £0.3 LewazD 79
sue Oo (vey —} . a SED 9b OFF-LOADED
ESCAPE Maven ly 5 col aoc es x ©
J seiticur OSA seearus/( | 5-ee0us S-BeRTHS sepegtus © fixeft> AS
FLAG Starr: DUCKBoARDS —. cenigin — | MASTS | Iitay
- - i
ON CANVAS DECK [7 ‘Basin S-PASGENCEES | PASGENGETS WE oFrice, ‘
RAEN SOL ap mo | eessseocees om | ‘ wattirstif pace |
FA
outa noute z a ecz4 Oe J iene
Egrewtion 2 Pasenucees 7/f T-Passencts | G 3 5 . =e
SEE NOTE NSS sor
‘ n es
2A" 6%" 7 COAMING Creare oroe CN cts’ =
Dooes (Tr?) WINDOWS (TYR) \f r808

\ covering poard,

PA. course

j aS peioce wine, |
cowase Pees ey

2 ,

seen — * i . a a

LIFEBOAT NOS

LIFEBOAT Nat \ oe
CANVAS ON |
TEG DECKING, TYP,

BOAT DECK PLAN
: ELEVATION OF N® 3 & N? 4 BOAT

[- | SMOKE STACK STAYS.
ROFILE OF-BOAT hf \
ECK HOUSE TOP ie | +
i
CANVAS ON FORMER | '
Wa" vOO> Deck cApbeR 1 FORMER LOCATION A iP DIA. VENTILATOR
Vai teeation—7 It | OF STANDARD COMPA s
/ COVERING BOARD jaw WT | aa r ~ AY ;
aan 7 AS «
or ie Pana) ‘5
: Se oy easy |
ra H . \ Forme LocaTioN oF VENT (RECENT)
i CANVAS ON "A BENCHES FOR PASSENGERS i
1 | Tec pect wistoRK Fwo. }
| Erewr Oren / \ —
BT pr | 1 7 “CANVAS ON
Ta" T&G DECK
X Le 15" Dia. ENGINE GEOM SCALE OF FEET
Foumee BD" HIGH SINGLE -LINE OF MOUSE, COVERING BOARD VentiLAToR WITH
BuLmnead STRUCTURE couast Pipe BAIL BULKHEAD BELOW TLRMING GEAR, 7/8 PREPARED TITLE OF SHEET Tor awing NO

Steam Schooner WAPAMA 641/80, 048

— SS PLAN OF BOAT DECK HOUSE & PILOT HOUSE TOPS DRAWN PLAN OF BOAT DECK
SCALE OF INCHES: — AND HOUSE TOPS

ar Historic Structure Report

12 6 o



Modern tools such as electric and pneumatic drills, saws,
etc would take away some of the time-consuming and nard work
associated with wooden shipbuilding. The bulk of the work
still requires good fits at all faying surfaces of timbers
which can only be accomplished with hand crafted methods. a
building crew will have to be dedicated and hard-working.
In the days of WAPAMA"s build, men worked 9 to 10 hours a day
and for 6 days a week. A lot was accomplished in a month's
time. In this age we are looking at a 40 hour work week.
Coffee breaks also take away from productivity and are not
easy to incorporate into a shipbuilder's normal working day.
_ Vessels like WAPAMA were constructed in 8 to 14 months
at atime when experienced craftsmen were plentiful and very
capable. Modern craftsmen are certainly able to do this
work once they have been exposed to it. ‘But until men have
had the chance to work with and in this medium a training
and learning period must be figured into the building time.
Availability of many bits of hardware and materials will be
scarce and will entail time to procure. These things will
add to building time and costs but should not of themselves

discourage the pursuit of such a project.

Time for curing and seasoning of large dimensioned
lumber will be from 3 to 5 years minimum and lead time for
this and milling have to be a consideration for possible

building plans.

4 oF 5


(2).

fungi. A special permit would be required for
its use in this application. Though not the
recommended treatment, methyl bromide has not
been ruled out as a possible option.

Topically Applied Chemicals

Several oilborne and waterborne preservatives have
been considered for topical application. Many of
these preservatives are used commercially in
pressure treating of new lumber. Unfortunately,
Pressure treatment is not practical for a large
existing structure like WAPAMA. Some of the
waterborne chemicals show promise because of their
ability to diffuse into moist wood.

(a). Oilborne Preservatives: Tributyltin oxide,
copper naphthenate, pentachlorophenol.

Oilborne preservatives are not considered
effective at stopping existing rot because
they do not penetrate very far into douglas
fir when topically applied, thus leaving
active fungi in the wood interior. The more
effective chemicals, such as pentachlorophenol
are extremely hazardous for skin contact or
inhalation. Their use on contact surfaces
exposed to the public would not be advisable.
The less toxic oilborne preservatives, such as
copper naphthenate, may be useful in
protecting replacement timbers. Aside from
this limited applications, oilborne
preservatives are not recommended.

(b). Waterborne Preservatives: Ammoniacal copper
arsenate (ACA), chromated copper arsenate
(CCA), ammonium biflouride (ABF), flour-
chrome-arsenic-phenol (FCAP), sodium borate
(TIM-BOR).

Of the waterborne preservatives investigated,
only sodium borate (TIM-BOR) is considered as

a treatment alternative for WAPAMA. CCA and ACA
contain hazardous chemicals which rule them

out for use on contact surfaces. Ammonium
biflouride has excellent penetration qualities
but is corrosive to iron, a factor which could
severely degrade WAPAMA’s metal fastenings.

Sodium borate, by contrast, presents virtually
no health hazard. For this reason, it has
found wider acceptance in Europe, where the
more hazardous preservatives are no longer in
use. In addition to low toxicity, sodium
borate acts as a fire retardant and corrosion

30


B. Preservation Plan

1.

What has. been done to date:

a.

WAPAMA was drydocked on barge 214 in 1980. This
relocation avoided possible hull failure and sinking.

Removals of masts, booms, forward winches and windlass
took place between 1980-82. Relieving the structure of
these weights lessened strains that were increasing
local distortions.

‘A fabric and frame cover was built over the main deck
and forecastle head in 1985. This was a first step to
limit intrusion of rainwater in these areas.

Increased shoring was placed along the hatch, under

the stern and under the main deck in 1985. This shoring
was added to help support the cover and to resist
further distortion of the hull.

WAPAMA was shifted from Oakland Creek to the Corps of
Engineers Pier at the Bay Model Site in August 1986.
This site is currently available rent free with a sixty
day termination clause; long term availability remains
unknown.

A start on interpretation at the Bay Model has been made
by production of a brochure and installation of a way-
side panel on the pier.

Farther Stabilization Work

Drydock Barge 214 for survey and maintenance.

The most recent survey of the barge did not provide

very much information on condition of the underwater
shell. What is known is that the barge has had no
maintenance since 1980 or earlier and that the safety of
the WAPAMA is dependent upon the barge remaining afloat.
Estimated cost: $135,500 Ref. item E. of Factors
Affecting Preservation

Additional interior and exterior support.

Contracts now in progress are providing additional
shoring and support for bow, stern, deck beams, and
stack, cost: $40,000. The vessel will need to be
monitored during the stabilization period to determine
if further shoring will be required.

131


FOREPEAK

See Sheets 4 and 5 i

Loo F
i a

Description

The forepeak is the small compartment in the bow of the ship,
below the main deck and forward of the collision bulkhead at
frame 5. It is accessed through a hatch in the port forecastle
deck. There is a flat (or platform) built into the upper
forepeak, which was likely used for ship’s stores. The sten,
bow ceiling, bow deadwood, and pointers can be seen in this
compartment.

Condition

Most of the interior structure of the forepeak remains in
good condition due to the weather protection provided by the
two decks above. All major members appear to be original and
most are intact. No rot was seen in the two pointers or the
deadwood. Though the inboard face of the ceiling appears
sound, borings show the outer 50% of the ceiling, as well as
the framing, to be rotten. This deterioration is probably the
result of fresh water seepage through open topside seams, or
under the bulwark timbers on the forecastle head. Borings
show the stem to be in similar condition, with all but the
aft face showing severe rot. The keel in way of the forepeak
overhangs the barge deck and is presently unsupported. The
visible signs of sagging of the forebody are likely the
result of this condition.

Conclusions

The forepeak is not easily accessible to the public and is
therefore not considered a safety problem. Preservation of
this compartment should include treatment with the
appropriate wood preservative. The exterior rot can be slowed
or abated by addition of weather protection over the bow
topsides.

36


VOOR COVER PANELS.

Mam BAIL BELOW
L. -

Le Foamen capi DECK.P/5

NOTE NES.

SHEAVE

PN
gone
J

FLAG starr~

STREUING GEAR

OPEN CHOCK, #/5,

COAMING, 9124872
waTERWaY
DAVIT Socxer,

DOLTED TO COMMING ——

TURNED RAIL STANCHIONS —~ )
TURNED QUARTER STANCHIONS:

SINCLE BERTH

douBte BeaTH
SPAS ENCES

Ee} serrec f°
cota |

Wr

uptaue:

GENERAL NO1

{NUMBERS NOTED AT
EXISTING DOOR NUME
ON SHIP, TYPICAL DO

2. FiVST CLASS PASSENG

PASSENGER Cap (

a6 SAMEAS ON BOF

N27, NOTE NE 2) EXCEE
sere.

3. Puotos sHow THAT «
=a’eaeay oF oulwae
FROM CiQCA 1931 TO A)

4. aatHRooms ArT (Fe
FROM K.KORTUM Dat
Meee 4-baTucooms
AND I-FOR OFFICERS

5 ALL winDows age I”

FRAME CENTERS ADE

Wit oTHER DRAWING

Stuee Than nace FE

WUESE CENTERS.

WINCH OPEZATING

cevere

ea

SHYLIGHT, 978,

BITTS, »
BITTS.P/S
= —
=

Jj Cor

VENT Ps
SMOKING Fife!” tie et rs ee
wom fp" / eneineea (GE D

Epa ZA

=

sit sa.stancuions

MIRE ROPE IN ~Foomen
NSSoRroudu Das

_

Lineor soat
DECK ABOVE, 7/8

Ran cap”

CLOSED CHOCK, YS:

J nw

rs

sockets, (1)

wine ore
Bank, 2-couRse,

EK raRPING LINE LEAD over
SHEAVES TWO 17/8 Swivel Block To cipsy

snip

FQAME SPACING.

NOTE NEG

SCALE OF FEET

PREPARED

CHECKED

TITLE OF SHEET

Steam Schooner WA
PLAN OF CABIN

Historic Structure I



Fig. 29. Stack. Fig. 30. Steel double-ender in place.
Fig. 31. Steel fidley trunk. Note covered deadlights over portholes.
--Photos, TCM



B. Chronology

Launched Jan. 20, 1915: Built by St.Helens Shipbuilding
Company, St. Helens, Oregon, for Charles R. McCormick Lumber Co.
Required 8 months, and about $150,000 to build.

1915, February: Arrived with full cargo at San Francisco, without
engines, under tow of steam schooner MULTNOMAH. Triple expansion
engine, 825 h.p., built and installed by Main Street Iron Works
of San Francisco; Boilers built by Babcock & Wilcox.

1915-1930: In service of Charles R. McCormick Lumber Co.,
coastwise passenger and lumber trade, Portland-Astoria-San
Francisco-San Pedro-San Diego. Called as far north as Vancouver,
B.C., and as far south as Guaymas, Mexico.

1930: Sold to Los Angeles Steamship Co (the "White Flyer Line"),
in passenger service to Southern California.

1937: Sold to Viking Steamship Co. for $12,500. Overhauled at
Bethlehem Shipyard for $10,000 additional. In passenger service
to Los Angeles. Laid up after two trips.

1937: Sold to Alaska Transportation Co. for $30,000; Seattle-
S.E. Alaska passenger and cargo service. Renamed TONGASS.

1947: Laid up in Lake Union after striking rock on last
Alaskan trip, sustaining damage to forward section of hull.

1949: Sold for scrap, laid up in Seattle. Damage sustained by
fire in engine roon.

1957: "One used steam schooner" purchased by State of California

Division of Beaches and Parks for $16,000, under 1955 legislation
establishing the San Francisco Maritime State Historic Monument,

within the State Park System.

1959: Extensive restoration begins, including new spars and some
rebuilding of decks and passenger accommodations.

1963: WAPAMA opened to the public at Hyde St. Pier, San Francisco.
1977: "State Historic Ships" transfered to U.S. Department of
the Interior, Golden Gate National Recreation Area. Survey of
WAPAMA identifies severe structural deterioration.

1979: Deterioration advancing, WAPAMA moved to AAA Shipyard, S.F.

1980: Can no longer remain afloat due to severe deterioration.
Hauled out on Barge 214, berthed at Pacific Drydock Co., Alameda,

1986, August: Shifted on Barge 214 to the Bay Model site, U.S.
Army Corps of Engineers, Sausalito, California.


D.

1.

LOAD BEARING LIMITS OF STRUCTURE

Existing Distortion

Most of the distortion (deflection) seen in WAPAMA has been
caused by forces which are no longer acting on the vessel.
Hog, loss of deadrise, and twist (see fig. 44) are largely the
result of loads imposed on her while she was afloat.

Hog and loss of deadrise are attributable to uneven loading
(primarily lack of ballast), and weakening (effects of decay)
of the hull girder. This distortion was arrested in its
Present state as WAPAMA sat down on the keel and bilge blocks
positioned on the deck of Barge 214. A considerable amount of
hog (approximately 18") was removed at the time of drydocking
by setting keel blocks to a lower profile.

The cause of the twist seen in the bow is harder to establish,
though weakening of the hull is certainly a major contributing
factor. This distortion actually increased after drydocking,
but was checked by removal of weight on the forecastle head,
and addition of a shore on the starboard bow.

Ongoing Distortion

While the vessel is no longer subjected to sagging/hogging
strains, lack of bouyancy now leaves the hull enevenly
supported. Portions of the hull, including the bow and stern
which are not directly supported by shoring, are in effect
acting as cantilevered structures. As the hull continues to
weaken due to decay, these unsupported areas begin to deflect.
In addition, increased decay of deck structures has resulted
in noticeable deflection of decks in some locations. The
following are areas of distortion which. remained unchecked at
the time of survey. .

a. Drooping of the unsupported forward 17 feet of the bow.
Signs of this movement are seen in the opening up of joints
in the forefoot and crushing of the keel at the bow of the
barge. This condition is presently being remedied by
addition of a steel bow support girder and poppet
arrangement. |

b. Drooping of the stern.
Although the keel presently sits firmly on the barge deck,
the overhang of the stern abaft the rudder post.is largely
unsupported. Movement of the stern is evidenced by a 2 inch
separation of the rudder trunk from surrounding structure
in the lazarette. A 1 to 2 inch gap is also seen under the
aft engine room bulkhead. Shoring has been added at the
stern quarters. An additional support will be placed across
the extreme end of the stern as part of an ongoing contract.

72


27.
28.
23.
30.
31.
32.
33.

34.

35.

36.

37.

38.

39.

40.

41.

42.

43.

44.

45.

46.

47.
48.

49.

50.

51.

52.

53.

View of Boat Deck, port Side....... cece ee eee teens 52

Transom Stern Launch, ashore.........2eeeeeeeeeeees 52
Stack..... been ee eee eee see cece nets . beeen 54
Steel Double-Ender, in place...........e. cece eeeeee 54

Fidley Trunk... ... ccc ccc c cece eee ee ee eee eee eee ee eee BA

Bottom, starboard side.......... ccc ee eee eee ee eee 56
Section of Bottom Removed............-eee eee eeeeeee 57
View of Starboard Quarter........... eee eee eee eens 59
Topsides at MidsShipS....... cece cece eee eee ee eee e nee 59
Winch Pit, mainmast.............. eee eee eee eee e eee 60
Hand Forged Clevis......... eee eee see e eee ee eeees - 60
Main Engine Bed and Crankshaft..........eeeeeeecece 61
Boilers. ......eeceeeeeee meee eee eee eee ene ee nnene 62
Steam Windlass...............--56- eee e ee eee tee e eee 66
Steam Winch.............. wee eee eee e reece nee enaes 66
WAPAMA on Barge 214........ ccc cece cere reece er enenee 71
Rotten Trunnel...........- Pe 71
Existing Hull Distortions (1985).............-e-2000- 73
View of Bottom........ ee 73
MEASURED DRAWINGS, 12 Sheets After page 76
Brown Rot... cece cece eee cece cece cree cence ences oe. B84
Corroded Iron Spike....... eee eee cee eee eee eens »» 97
Temporary Covers..... eee eee emcee rece r ener an sessseree 98
Present Cover Over Main Deck...... beeen eee ee eens 100
View From Cabin Deck..... tee eeeee cece e cere eee eenee 100
Proposed Preservation Shed....... aay 102
Proposed Shed Structure...........ceeeeeeeeee weeee 103
Proposed Structural Support..........eeeeeeeeecreee 106

viii.


13.

HULL: TOPSIDES AND BOTTOM

See Sheets 3 and 11

Description

The "topsides" includes all the exterior hull surfaces
outboard of the rails and above the waterline. The "bottom"
is defined as the hull surfaces below the waterline at which
WAPAMA floated during her years as a museum ship. All hull
planking is 4-1/2" thickness except for the first and second
garboards, which are 8" and 6" respectively. Width of strakes
varies from 9" to 18", and some older planks are seen to be
in excess of 72’ in length. The entire waterline and the
rudder have been sheathed with 1/2" plywood bedded in irish
felt. A "guard", or rubrail, with ironbark chafing plate,
extends from just aft of the bow to the stern. A 3" thick
worm shoe is fitted to the bottom of the keel. The stern post
and rudder post are hardwood, presumably ironbark.

The hull is presently supported on keel blocks, from frame 6
to the rudder post, and on seven bilge blocks, located just
below the turn-of-bilge, between frames 24 and 56, port and
starboard. Additional support is provided by a single shore
forward, and four shores aft, port and starboard.

A scaffold stairwell on the port side provides the only means
of access from the barge deck to WAPAMA’s main deck.

Condition
a. Below the Waterline

The hull surfaces below the waterline appear in surprisingly
good condition considering age and length of time WAPAMA has
been out of water.

The bottom planking remains generally free of rot, probably
due to residual effects of years of salt water saturation.
Some local areas of minor and incipient rot were seen, mostly
at plank butts. Sections of hull planking were removed in
1982, at four areas of the bottom, in order to allow
inspection of internal structure: frames, planks, ceiling.

The inboard surfaces of many planks are seen to be abraded
away between frames, by as much as 1/2". This condition

may be due to a combination of decay and erosion from sloshing
bilge water. The outboard planking surfaces appear rough,

thickness. Most worm damaged wood has been cropped out and
filled with putty, epoxy or "Portland" cement.

Several planks have sprung loose at the butts, particularly
at the bow and stern. Oakum caulking is generally rotten.

55


15. MACHINERY AND TANKAGE
a. Main Engine

The main propulsion unit is a triple expansion reciprocating
steam engine manufactured by Main Street Iron Works of San
Francisco. This engine developed 800 horse power and turned a
single, four-bladed iron propeller through an in-line shaft.
The pistons have been removed, the shaft disconnected, and an
electric jacking gear installed to turn the engine over for
display purposes.

The engine is in generally good condition and was easily
rotated three to four degrees by use of the hand jacking
gear. The electric jacking gear was not tested. The
propeller has been cut off of the shaft and presently lies on
the deck of Barge 214.

Fig.38. Main engine bed and crank shaft, port side looking
fwd. Note worm-drive manual jacking gear in center of photo.
Fig. 39. (next pg.) Aft side boilers, looking to _ port.
Doors have corroded away, exposing boiler tubes. --TCM

61


(VI.B.2.)

EZ. Fastenings... eevee eee cca e cence erence eens 95
h. Wire Rigging... .. ccc cece cee ee ee ee eee ee ene 96
3. Recommended Metal Coatings..............02- eens 96

4. Metal Preservation Recommendations; Estimates... 97

Weather Protection ........ eee eee eee eens 98
1. Extended Non-Permanent CoversS.........-.2eeeeeeee 98
2. Removable Fabric AwningS..........00. esse eeenee 99
3. Encompassing Structure .........cc eee ccc e cece 101
4. Renewal of Exposed Surfaces ..i......eeeeeeceeee 102
Structural Integrity and Support .........0..02000- 104
1. Continued Deterioration and Effects of Drying...104
2. Bow Support ..... cece ccc c access ec ev eerste escses 104
3. Additional Exterior and Interior Shoring ....... 104

4. Long Term Support System .........cec cece eee eee L058
5. Fabric and Equipment Removals .............-206- 106
6. Structural Renewals .............e eee e cee ee eee 107
Barge 214 ... cee cee cece eee r ee ecee eee eee eee e eee 110
1. Particulars ..... ccc cece cece eee ee ee eee cece ee eee ec hlO

2. Background .......ce cece cece eee cere eee r cece cee ec LlO

3. ConclusionS ........ cece cece seer renee tee eeeee +110
4. Cost Estimates ............. rae © 4
Location 2... cece cece cece cer eee ee eee cece ee ecennes 114
1. The Bay Model Site ..... ccc cece cree cece eee ences 114
2. Other Government Sites Considered..............- 115

a. East Fort Baker .......... bee eee eros eee eee LLB

b. Hyde Street Pier ..... ar A)

3. Availability of Non-Government Sites............117

iv.

on


a

PASSENGERS(@2S” CREW (LUMBER/PASSENGER TRADE) GENERAL NOTES
44- CABIN CIT CLASS MASTER 1. NOTATIONS BELOW CONCERMING ORGINAL ACCOMODATIONS,
1270 22- STEERAGE 197 AND 24P MaTE. steward ENC AZE FROM K.KORTUM INTERVIEW WITH NEILS
S@TO 6G- TOTAL PASSENGERS: 2-@ADI0 OPERATORS coon ZONBERG, 1959.
7 ZEDRECASTLE: PORT FOCSL ~aS BETH AESTODED AS FOUND,
2-WINCH DRIVERS PANTRYMAN Beare ACCOMODATED SEAMEN.
B-ABLE SEAMEN 2-WAITERS Seo roca "3 nov seaTomTe. MURDER OF STREDAGE
; Q2-WAITERS _ Sassuuctas wad Vawlousey TED ruoMt2 O22
PO WATCHMAN 27-TOTAL CREW
S.LocKtes FRAME TO 18; OWNCRUALLY
wend to Sout AND AGkag cocxea
CHIEF ENGINEER, ‘TavS THE CREWS HEAD WAS “D POQT, AND THE STEERAGE
\3 AND 26> aSST. ENGINEER “> STBO.
3- FIREMEN (OILERS) ASTEROAGE AND CREV 095: OCERIAL ATRANGEMENT (5 NOT

EWGUN. EVIDENCE REM Aime THAT THE PASS WINDOW AT FRAME
JO-TWAD AT OWE TIME A SLIDE DOOR (To WEATHER). THE
TWVAOTSHIP BULKHEAD ORESENTLY AT FRAME GOV2 MAY
MAVE BEEN AT FEAME TITS. ORMCWALLY THERE WAS NO
DOOR (NE 2) FROM CREWS MESS TO DINING SALON.

5 CABINS AFT OF DINING SaLom [FZaME BO-82): ORIGINALLY
FAtae WERE FOUR 2-BERTH PRSSENCER CARING TWO.
IWBOARD AND Two OUTBOAmD (DOOR 4.7.8 ANDi).

© .S7EAN CARING, AFTOS FUAMEBZ: ORIGINALLY THEGE WERE

PLAN SECT “AAT TOP OF DECK BEAMS PLAN SECT."B” ABOVE WATERWAY Ap ainravaan AUS E-WateesTOPOMR
TYPICAL DECK FRAMING 4 LINE OF GuaRe 7. THE WATCHMAN WAS A CLEAMUO AND MAINTENANCE MAN
1 t \ 1 ; \ \ j 1 1 j : 1/ BeLow (TYP) ar sta.
u ' ' ! y ' ‘ ' | 1 i t 1 4 9. “=E FORECASTLE BULKHEAD (FZ RME IT) HAS SHG” SOLO
1 . = Z “ TS ZONTAL DLANKING Wits baa. SeeaTWING EACH SIDE.
raauts Ay butane Feames SED oC FUTON PEAMES SOLOIST | — PLANWING 5 f 3. tw THE ENGINE CASING “HE ZESTANGULAR OUCTS FUAwE 68
sai SEI et SSNS Swe Eceereice neces G6 5°50.

Oc oO 7c em SOIC Sse ee a ! TE aS RC PANE FRAME GS-60 S780. AGE

1
t

manscinel ‘et ame]
uaitaway maneine| | Sauce

a LJ

mace hye bee
Beams DEAMS,
1 C
—WODSING a 7 a
pacity Boyne H ie
HATCH OPENING
1 ator sreonciuees - |=
. ~ — lili] emovasiey = i
=~ ; iG A} a a = 4 +. -#B £ SHIP
os + = + 2
oa 3} 40 . le 2k . [of 2s i 1-20 Ne :
ot wT jo le 3 5 ae nen
seaming ucéost i ~ 3 SENS END OF FocsL. || TF rP
2222" i ATO MATOM Boaebs te | . = N 2arez" DECK ABOVE——~| | = roremast— AJ eyes
i ee ~ iT L \ BEAM ABOVE net” ster. =}
S1DE sTeMG stance: coamin@!) | i : TEINGPS ST, H uf | st
WDE STEMGER MAIN STANGER ar al. 3! fi s tet i | stocpooe sit | |
aueet Lig PARTNERS 2 1 3ibs Poon Sl STEERAGE PASSENGERS
3 cae yt
7 + + 2 ameed = — mot i
Cass sTencee WATCH BATTEN CLIPS, H
D-GACw SIDE, 3-EACH END \ Feces oH
eeesenr | 1
(ADDER DISS | We cening,
rab
"01a PoRTLCNTS
BEACH. P/S
WATERWAY
4 — - =
~~ ~ ee = ~CHAINPLATES, 3-7
= — ——
MAIN BAIL
WN SECT. "C” ABovE MAIN RAIL ye . o Pi oe 2 ow» wm wo

‘SCALE OF FEET

PREPARED TITLE OF SHEET TORAWING NO-
Steam Schooner WAPAMA 641/80, 048
Ta SPT
PLAN OF MAIN DECK pg. | SHEET
TEED 557 [6]
sa Historic Structure Report ——| or 13



Fig. 34. View of starboard quarter showing decay in
rubstrake. Fig. 35. (below) Topsides at midships. Note
open seams in topside planking. --Photos, TCM



IX. CREDITS AND REFERENCES

A. CREDITS

Project Manager:

Research and Report Development:

Technical Assistance:
Documentation Drawings:
Graphic Design and Renderings:
Production Assistance:

Vessel Survey:

Machinery Survey:

Stability and Structural Support
Studies:

Technical Consulting, and
Study of Rebuilding Option:

B. REFERENCES

Load Bearing Strength

Don Birkholz, Jr.

Walter Rybka
David Canright

Jessie Brady

Don Birkholz, Sr.
David Canright
Arden C. Rembert

Capt. Giffy Full,
Marine Surveyor

Don Birkholz, Jr.
James Brogan

David J. Seymour,
Naval Architect

Jack Ehrhorn,
Master Shipwright,
Marine Surveyor

Lanius, R. M. "Evaluating Residual Strength and Repair of

Structures" in Structural Uses of Wood in Adverse Environments

Ed. R. W. Meyer and R. M. Kellogg.

Reinhold Co., 1982, pp 436-50.

Suter, G. T. "Evaluation of In Situ Strength of Aged Timber
Beams" in Structural Uses of Wood in Adverse Environments

Ed. R. W. Meyer and R. M. Kellogg. N.Y.,

Reinhold Co., 1982, pp 472-79.

142


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sg
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rex i wer wince se7 | pet 5 |
FA | ‘ Y
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se ore net Cena
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Eno OF TE ASST.
keeusoua :
| __peamoine LINE
1 Rapper Line,
SSS SSS SS ee eae
| i | I l 1 | | rey | | | ! i 1 ib ' iT 1 if i ol [ed es eee t i ! =P
45 40 35 WORM SHOE 30 25 70 10 int of uoe a7 wel gist FP race on srem
EEL, Dec, 98s ‘Fieame ePacng | :
creas
PREPARED TITLE OF SHEET TORAWING NO
Steam Schooner WAPAMA 641/80, 048
DRAWN Lag
INBOARD PROFILE — | ee [2&7]4
CHECKED 557 xi
wo Pp we © wo ww ctor
RAMEN ora Historic Structure Report 13,



17.

PIPING
Original Piping

The original piping, including steam, water and fuel oil
systems, is inactive. Some elements of these systems have
been removed. Much of the remaining piping is in poor
condition, particularly in the engine room. Many of the
anchors securing the piping to bulkheads and overhead are
corroded and the piping adrift and collapsing.

Fire System

A fire fighting system was installed at the time WAPAMA was
placed on line as a museum ship. This system consisted of a
1-1/2" main with water supply coming from shore via a
flexible coupling. A backup water supply was provided by the
electric bilge pump. Fire stations are located in the
following areas:

- forecastle head, port aft

- main deck, starboard midships

- main deck, starboard forward

- ‘tween deck, aft

- engine room, forward of engine

- cabin deck, starboard of winch pit
- cabin deck, starboard poop bulkhead
- cabin deck, port poop bulkhead

- boat deck, aft of house

The fire system appears in good condition and most
valves still rotate, but the fire hoses have been
removed..The only fire station operable at this time is
located on the starboard main deck in way of the hatch.
This station remains charged.

Conclusions

Portions of the original piping system present a safety
hazard and should be documented and removed before they
collapse entirely. The fire system is considered worth
salvaging and should be overhauled and made active.

70


3.

Further Studies

a.

Complete documentation
(1) Take the lines of the WAPAMA

(2) Record historic fabric to be removed or altered.
This should be done prior to removal of deteriorated
piping and boiler breaching for safety
considerations. Other equipment removals may become
necessary during stabilization and should be
preceded by documentation.

Experimental application of wood consolidation products
and rot arresting treatments in selected locations.

Investigation of alternative siting should the Corps of
Engineers require that the pier be vacated.

Survey Barge 214 during drydocking to establish
suitability for long term storage of the WAPAMA.

Study availability and acquisition cost of an
alternative to Barge 214 should the survey reveal
serious problems or lease/purchase negotiations fail to
Produce an acceptable arrangement. Part of this study
would be designing and costing a procedure for shifting
WAPAMA to another barge or site should Barge 214 prove
unusable for long term storage.

Design increased coverage.

(1) Short term fabric and frame covers over more of
vessel.

(2) Permanent shed structure.

(3) Modifications to Barge 214 to support permanent shed.
Design fire suppression system. (ventilation and
protection from the weather will increase WAPAMA’s

vulnerability to fire.)

Update the vessel survey periodically to monitor the
effectiveness of stabilization measures.

Design permanent structural support system.

Design interpretive scheme and modifications to permit
public access.

134


FY 88 Recommended Work . Cost Estimate

* Drydock Barge 214 for survey, maintenance
and repair. (If condemned expect equivalent

cost for shifting to another barge) $140,000

* Barge rental or purchase $ 36,000
* Machinery preservation $ 10,000
* Painting of exterior ship $ 45,000
* Misc. repairs and maintenance $ 5,000
* Shipboard staff position, "engineer" $ 15,000
* Technical consultants $ 5,000
* Build minimum public access $ 50,000
Total $306,000

Further Research and Design Work

Assess success to date of stabilization and
choose between a.) build permanent shed
b.) renewal of weather surfaces $ 5,000

Design modifications to Barge 214 (or other) $ 5,000
Design permanent shed structure $ 10,000
Load bearing study & hull support design $ 15,000
Design public access $ 10,000
Design sprinkler system $ 3,000

Total Research & Design $ 48,000

Total All Expenditures $354,000

Total Essential Items $306,000
FY 89 Recommended Work Cost Estimate

* Metal preservation (boiler, tanks, stack) $ 22,000
* Asbestos abatement $ 20-30,000
* Shipboard staff position, "engineer" $ 15,000
Carry out Barge 214 modifications $200-250,000
(obviated if shifted to larger barge)
‘Build permanent shed on barge $200-350,000

(Or, commit this level of expenditure to

weather surface renewals with equivalent

expenditures carried into FY 90 and FY 91)
Total All Expenditures $457-667, 000
Total Essential Itens ¢ 57- 67,000

137


mn ——

ya

nah ee

Fig. 19. Hold, looking to port.

a. Hanging knees at deck beams b. Hold pillars
c. 10" ceiling, port side d. Top of rider keelson
e. Main keelson, 20"x37" f. lst. assistant keelson
g. 2nd. ass’t keelson. h. 3rd. ass’t keelson
i. 10" ceiling, stbd. --Photo, TCM

All deck beams supporting the weather deck show at least some
rot as a result of leaking decking. Rot is generally found at
the point where the deck beams contact the deck girders and
waterway timbers. The beams in way of the hatch are in the

worst condition, with two full beams and ten half-beams severely
weakened and needing support. The major hatch structure is

also in poor condition, with carlings and lodging knees

severely rotten, port and starboard. An additional seven deck
beams in the mid-body are weakened due to rot and will need
repair or shoring.

The forty-eight hanging knees, which tie the deck beams into
the hull in the hold, are in fair condition, though many
sound hollow at the corners. These are large, grown fir
"crooks" or roots and are generally denser wood, which may
account for the relative absence of severe rot. Small rot

38


Fig. 17. Galley looking fwd. Stove pipe pierces steel blkhd
into engine room fwd.

Fig. 18. Pantry, looking to stbd. -~-Photos, TCM



Section 1
ADMINISTRATIVE DATA

SLapwoso

-70


are in poor condition in way of the hatch. The transverse
hatch coaming members show severe rot in the lower timbers in
way of the deck plank ends, while the upper timbers are
moderately rotten. The iron bark sheathing on the inboard
face of the coaming appears in good condition, though one
piece is missing. The removable hatch beams are in generally
good condition with exception of a rot pocket in the aft
longitudinal beam. Many of the hatch boards are rotten. All
hatch boards have been removed to the ‘tween deck.

Conclusions

The main deck is presently only marginally safe for foot
traffic. Shoring should be added to insure against failure of
rotten deck beams, and areas of severely rotten decking
should be covered with plywood to guard against collapse of
planking. In addition to safety problems, the severe
disintegration of deck girders, waterways, and bulwark
stanchions will make weather-proofing and proper
interpretation difficult. Many areas would have to be
reconstructed with filler materials in order to retain
original fabric with any degree of form.

An alternative preservation method would be renewal of all
major members of the deck, as well as the deck planking. This
would necessitate replacement of approximately 20 deck beams,
as well as waterway timbers, deck girders and possibly some
frame futtocks. The relative advantages of this alternative
are discussed in section VI.D.6, Structural Renewals.

25


MAIN DECK HOUSE: ENGINE FLAT, FIDLEY, ACCOMMODATIONS

See Sheets 4, 6, and ll.

Description

The engine flat, fidley and crew accommodations comprise the
area enclosed by the main deck house, extending from frame 50
aft to the poop bulkhead. The engine flat encloses the upper
works of the engine, as well as associated machinery and a
donkey boiler which provided steam for the cargo winches. The
present electrical shore power distribution and disconnect
boxes are located in this compartment. The fidley, forward of
the engine flat, between frames 55 and 60, acts as a duct for
the stack and ventilators. The forward end of the house is
divided into three small compartments which were
accommodations for the watchman, winch drivers and oilers.

The main deck house sits on top of the main deck girders and
is sheathed inside and out with tongue and groove paneling.
Four pairs of large posts, 15-1/2" square, extend up from the
lower engine room to support the house and cabin deck above.

Condition

The main deck engine flat and fidley, formerly weather-tight
compartments, show significant damage due to rainwater
seepage which has entered primarily through the wasted steel
fidley trunk on the boat deck, and leaking decking of the
catwalks on the cabin deck above. This condition is worst in
way of the fidley, where the weight of the collapsing stack
has sagged cabin deck beams and decking, thus preventing
proper runoff of rainwater. Cabin deck beams in way of the
stack are severely rotten and the lower stack, boiler
breeching and tops of boilers are severely corroded, largely
due to seepage.

Scattered areas of rot are seen in the house structure. The
most significant rot is seen in the sill timbers which are a
continuation of the main deck girders. The sills have been
repaired with “dutchmen" in previous restoration efforts.
Rot in the sills has progressed considerably, but no settling
of the house is seen. The large support post at the port
forward end of the house is rotten at the main deck level.
This member is structurally important as it supports the
weight of the cargo winches on the cabin deck. The interior
and exterior tongue and groove sheathing is generally intact
with only localized rot, mostly just above the sills.

The firemen’s, winchmen’s, and watchman’s accommodations are
in good condition. °

29


b. Topsides

In contrast to the bottom, the topsides are in very poor
condition. Most planking above the waterline ranges from
moderately to severely rotten. The surface of the planking is
rough and checked, paint is cracked and peeling, and seams
are open. About 50% of the planking in way of the forecastle
and poop is rotten. The planking under the anchor striker
plates is severely rotten. A half-dozen planks in the
forebody have been renewed within the last twenty years. These
remain the only relatively sound planks in the topsides. The
planking in the midbody is generally severely rotten, both
port and starboard.

Almost 100% of the trunnels are loose and rotten at the
plank-to-frame faying surfaces. Approximately 50% to 75% of
the iron spikes are loose, with bungs missing and heads
corroded. Nail sickness is also seen around most iron
fastenings.

Though some sections of the guard rail were renewed in museum
ship days, most is rotten, with the worst area on the
starboard bow, where a section is severely rotten and
collapsing. The stem is rotten and badly checked from the
waterline up.

Conclusions

The bottom is the only major area of WAPAMA which remains
relatively sound. The topsides, on the other hand, present a
major preservation problem. Unless weather tightness of
topside planking is achieved, rain will continue to enter
through checks and open seams, resulting in continued decay
of planking, framing, and ceiling. Though wood consolidation
techniques could help to seal the planking, this method alone
is not considered a thorough or cost-effective long-term
solution.

Renewal of weather surfaces and/or erection of a protective
cover structure are viable, though expensive, long term
solutions. A difficulty with retention of original fabric
will be the eventual drying out and shrinkage of planking,
with resultant springing of plank ends. Where this occurs,
planking will have to be refastened or renewed.

The hull is presently in need of additional support,
particularly at the bow and stern. In the short term, this
can take the form of additional wood shoring, though in the
long term, interpretation would be best served by an
engineered support system.

58


option due to the inaccessibility of most fastenings. The
use of sodium borate for rot treatment may help to reduce
the corrosion rate of fastenings during the drying period of
the wood structure.

Wire Rigging

Wire rigging includes the mainmast shrouds and the stack
guys. A temporary stay is rigged on the mainmast. The stack
guys are in fair condition, the condition of the shrouds is
not known. Sound ratlines should be rigged for inspection and
maintenance of the mainmast rigging. A more permanent main
stay should be rigged to a secure anchor point on the vessel.
Penetrating wire preservative is recommended for all wire
rigging. The shrouds’ service should also receive a coat of
tar.

3. Recommended Metal Coatings

pre ation: scale, wire brush
coatings: red lead primer, enamel finish,
grease or oil on moving parts

Boilers
preparation: needle scale, wire brush (or dismantle and
sandblast)

coatings: manganese-phospholene #7 (or zinc primer if
blasted), tie coat, enamel

Stack ~

preparation: manual scale, wire brush

coatings: red lead, enamel

Fuel tanks

preparation: needle scale, wire brush

coatings: manganese-phospholene #7, red lead, enamel

preparation: manual scale, wire brush

coatings: manganese-phospholene #7, dark red lead

Piping

preparation: manual scale, wire brush

coatings: manganese-phospholene #7, red lead, enamel

Deck Gear

preparation: manual scale, wire brush

coatings: red lead, enamel

preparation: wire brush
coating: wire preservative, tar

96


(b).

(ec).

chemical will continue to leach out of the
wood. For this reason alone the use of
chloropicrin is not advised.

VAPAM

Studies show VAPAM to be effective in stopping
most decay fungi in douglas fir. This fumigant
penetrates well in wet wood, traveling
approximately 2ft. from injection sites, and
remains effective for 12 to 16 months (Eslyn
and Highly,1984). Treatment of WAPAMA would
involve drilling timbers and injecting the
chemical at numerous locations. This in only
considered practical on the larger members
such as keelsons, ceiling and framing.
Questions have been raised concerning the
effectiveness of this chemical in WAPAMA’s
checked and fastening-riddled timbers, where
the gas may escape prematurely. VAPAM is the
safest of the effective fumigants and has been
used in habitable structures. Health safety is
nevertheless a concern with this chemical when
used in enclosed spaces. Its use is therefore
not recommended at this time.

Methyl Bromide

Although methyl bromide is not used
commercially for eradication of decay fungi,
research has shown some success for this
application (Richard and Bollen 1967). This
fumigant was considered as an alternative
because of its potential advantage in treating
inaccessible areas of the structure. Methyl
bromide differs from the other fumigants in
that its use does not require drilling of
timbers. The treatment process involves
introducing this chemical as a low pressure
gas to the enclosed or tented structure.

Given high enough concentration and long
enough duration, methyl bromide would
presumably penetrate into all wood surfaces.
It has no residual effect but could possibly
give decay fungi a “knockout punch” that would
slow or prevent re-infestation until the
structure dries adequately. Questions have
been raised concerning the ability of methyl
bromide to penetrate WAPAMA’s highly water
saturated wood. In addition, there are
technical difficulties with effectively
tenting the entire vessel for treatment.
Methyl bromide is not presently approved by
the State of California for use against decay

89




inhibitor. Tt has been shown to be effective
in treating a variety of decay fungi, both
soft rot and Basidiomycetes, that attack soft
woods (Dickerson, et al. 1983). The noted
British wood preservation expert Dr. W.P.K.
Findley has stated "It [boron] is ... perhaps
unique amongst toxicants, that a material
which is so innocuous to man is so effective
against microorganisms" (ibid., 80).

Treatment of WAPAMA would involve brushing or
spraying an aqueous solution of sodium borate
on all exposed surfaces. Because sodium borate
penetrates by diffusion, the wood to be
treated must have a high moisture content.
This can be achieved by soaking the structure
with water prior to application of
preservative. In addition to topical
application, sodium borate can be applied by
drilling and inserting solid rods of the
chemical into timber interiors. This method
would likely be necessary on the larger
timbers where full penetration cannot be
achieved through surface application.

Painted surfaces, such as the topsides,

may present a problem for application of
sodium borate.

Though questions remain, the positive aspects
of this chemical treatment suggest further
study. A comprehensive treatment plan should be
developed before implementation. Testing is
presently underway, at U.S.Borax Laboratories,
to determine the effectiveness and best method
of sodium borate application for WAPAMA’s
particular wood fabric.

4. Other Wood Preservation Concerns

Although brown rot fugal decay is of primary concern, other
wood-degrading factors will have to be addressed in the
course of long term preservation of WAPAMA.

Soft Rot: This form of decay is slower acting and fewer
occurrences were noted. Because the favorable environment
for soft rot is an extremely moist one, the drying
process chosen as a treatment for brown rot should also
eliminate this type of fungal infestation. The
effectiveness of various chemical treatments on soft rot
has not been addressed, but should be determined before
commitment to a particular chemical treatment.

Nail Sickness: The adverse effects of corroding iron on

wood (wood hydrolysis) was noted throughout the vessel.
This process requires the presence of moisture and

91


Dining Saloon

The cabin deck beams in this compartment are sheathed and
their condition cannot be determined without destructive
testing. These beams are suspected of being rotten at the
Port outboard ends, as were those in the Crew’s Mess. The
port and starboard waterway timbers, under the saloon
benches, have scattered rot pockets, and standing water was
seen on both. The interior paneling along the port and
starboard sides shows signs of. water damage and incipient
rot. The paneling inside the port and starboard skylights is
rotten at the aft corners. Overall, the interior paneling is
in fair condition. The dining tables, stools, benches and main
deck planking are in good condition.

Galley, Pantry, Reefer

A considerable amount of standing water was seen on the port
forward side of the galley sole. This condition is common
during the rainy season as seepage occurs throughout the
galley. The cabin deck beam at the poop bulkhead shows rot in
an area over the galley sink. All of the galley equipment is
intact.

The reefer box is in poor condition, with sheathing torn away
and rotted variously. There are signs of fire damage on the
forward outboard side of the reefer. Here, the cabin deck
beam at the poop bulkhead has been improperly repaired using
a short, butted timber.

The cabin deck clamp is rotten in way of the reefer box and
pantry. In the pantry, the inwale behind the sink, and
overhead sheathing are rotten. Standing water was seen on the
waterway timber here, though no rot was found.

Lazarette

The compartments of the lazarette are in relative disarray
compared with those forward. The deterioration here is mostly
in the overhead cabin deck structure. The cabin deck clamp

is rotten at the port and starboard quarters. The cabin deck
beams in the port side compartment (Cabin #4) overhead show
rot at the port outboard ends. In the port aft compartment, a
longitudinal deck member and an area of deck planking and
overhead sheathing have localized rot. The ends of ceiling
strakes, which project up through the main deck at the stern,
sound hollow and have nail sickness around fastenings.

The stern shows evidence of sagging. This is indicated by the
rudder trunk which has been sprung aft, apparently by
movement of the stern section.

There is some asbestos insulation on piping in the lazarette
area. This should be removed or sealed before allowing public
access in these compartments. Crew and volunteers should

consider using respirators while working in this compartment.

33


Table of Contents

Table of Contents ..... cece cece cece eee eee eee eee een e eee ene
List of Illustrations and Photographs..........ccc cece eceececeas
Preface ........ Pee eee eee eee eee ene eee eee eee
Management SynopSiS ..... cc eee e cece eee ee ee eee ee eee eee eee
Acknowledgements ........cceeeeeeee Decent cnet e eens

Section 1:

I.

Il.

III.

Iv.

Section 2:

I. Historical Significance ............. eee ee ee eee eee
Statement of Historical Significance ............4.
WAPAMA’s Chronology ........ bce eee et eect eee e tenes

II. General Physical Description .............2- ee eeeeeaee
III. Description of Existing Conditions ............-..2065
Summary of Existing Condition ........... rs
Survey Background and Procedures ...... eee e ecco ee
1. Previous Surveys and Studies...........eeeeeeeee
2. Focus of Existing Condition Survey ..........66-
3. Survey Methodology ....... ee eeee ray
4. Organization of Report ...........- eee eee ee eee
5. List of Terms ......... beeen eee eee eens

Administrative Data

Project Identification. ......... 0. ccc ce ccc eee cere eee
Proposed Use of Structure...... beeen ween eee eee eee
Justification for Such Use...................005- wees
Recommendations for Preservation of the

Work Products of this Study...............2 cece eeee

Physical History and Analysis


b. Remove or secure all collapsing piping in engine room.

c. Remove or secure the stack, breeching, and loose boiler
doors.

d. Remove or secure davits.

Electrical System Deficiencies

Of concern here are deficiencies in the existing electrical
system which present fire and electrocution hazards. These
deficiencies should be considered highest priority in any
upgrade of the system. The present damp condition of WAPAMA’s
interior increases the danger of electrocution, and short
circuits which could result in fires. These dangers will be
greatly diminished following repair of the electrical system.
This work is presently under contract. Until corrective

work can be completed, the electrical system should be used
only with extreme caution.

Fire Safety

At present, the threat of fire is of concern primarily for
preservation of the structure. As access is increased, public
safety and evacuation in the event of a fire will become a
greater concern. In addition, the recommended preservation
treatment for WAPAMA, including drying of the structure and
improving ventilation, will increase the possibility of
destructive fires. There are presently two major potential
sources for fire: vandalism, and an electrical fire due to a
short circuit in the faulty electrical system. These threats
can be reduced by upgrading security, and repairing the
electrical system. A smoke detection and alarm system is
planned for WAPAMA. This system will reduce fire department
response time. Additional measures can be taken to prevent
destructive fires.

a. Make the existing 1-1/2" fire lines operational.

b. Place an adequate number of charged fire extinguishers
aboard vessel and barge. These should be approved type AB
fire extinguishers (type ABC in engine room) of appropriate
size.

c. Develop a fire safety plan in cooperation with local fire
department.

d. Provide emergency egress aboard vessel, including
directing signs.

e. Investigate feasibility of installing an effective fire
suppression system aboard the vessel.

Asbestos

Asbestos presents both a real and perceived health hazard
aboard WAPAMA. This material was used liberally for insulation
of boilers and steam piping. It is found primarily in the
engine room, but can also be seen in the lazarette and other
areas where steam piping is located. Most of the asbestos
insulation around pipes is encased in canvas which has been

128


WAPALIA | STABILITY CHECK |
@ WEATHER CRITERIA |

Limit HEEL ay
To S DEG.

4+FB.= GEG.

“ —

BARGE 214-200'x GO’ x i2' ii

TEM AREA - § ARM-Pr. VERT. MoM - FTs
@® euot vse x10 + 80 55.0 4.400
@) stacic ax 30 + 120 os.0 1,800
© accom. Sox @ 7 400 550 22,000
(D) Wit + covers | zisx3s 9° 1530 23.0 218,379
[| srocks Zoox * %o00 Ito BBG
(F) Hutt BARGE | 200x%e = \ 200 oo 120s
(coves Focsia | 40x 7 320 $3.0 16960
ToT 719,450 27.3 285,530 i
USCE WEATHER CEITERIA Trofected Wokers.
GM gong = PAh P= 10 pet (v0ase 34)
4 Xj& ton © A= 10,450 &
= 20441 1O4SOY 27.5 he 21.3
ees Ss

A=: \190 &T.
GM avail = 33.3

MARGIN +7 25-1 fF otc,

DESIGN CALCULATION SHEET

David J.Seymour, Ltd]... 22S

Job No: 20 41 Dote: | maw +

Naval Architects - Marine Consultants By: >s. Check:


(Location, cont.)

3.

Availability of Non-Government Sites

It is physically possible to locate the WAPAMA at many
other sites along the San Francisco waterfront, some of
which offer better protection than those now available to
the NPS. All of the other possibilities are either
currently tenanted or will require major capital
improvements, or both.

A good example of such a site is Pier 46, China Basin.

This location offers much more secure berthing than Hyde
Street Pier but is currently in use by several businesses,
is in an out-of-the-way and rundown part of town, and lacks
parking or any other facilities that would be desirable for
visitation.

Future availability and development of any such site is
entirely speculative and could not be solely an NPS
project. For the foreseeable future it is to be hoped that
the Bay Model remains available.

117


The leaking deck could be revaulked with minimum plank
renewals, though this alone -ould not prevent rainwater
seepage into the accommodat..ns areas. The severe
deterioration along the port side of the deck will
necessitate at least partial renewal in order to achieve
this. In the short term, the addition of weather covers over
the fidley trunk on the boat deck, and side curtains around
the exposed areas of the cabin deck will do much to keep
water out and slow the ongoing deterioration.

Fig. 26. Stairway from social hall down to dining saloon,
looking down. (Top of photo is forward.) --Photo, TCM

50


Fig. 3. WAPAMA at a San Francisco pier in 1931. Note steam from

forward winches. --Photo by John W. Proctor. (NMMSF)
Fig. 4. WAPAMA on exhibit at Hyde Street Pier in 1963. Also
seen are the other ships of the "State Historic Monument" fleet:

the Ferry EUREKA, the Schooner C.A. THAYER, and the Scow Schooner
ALMA. -~Photo by Karl Kortum (NMMSF)

rae ys

Ke Nee



Fig. 24. Cabin deck, port side, looking aft. --Photos, TCM

Fig. 25. Social hall, looking forward. Mirror is on bulkhead to
smoking room, railing over double staircase down to dining saloon.

48


s I

Fig. 49. Present cover over main deck. (1986) --TCM

Fig. 50. View forward, port side, from cabin deck, showing
compromised visitor circulation and sight lines. --TCM
4 — seri E 2 $e



ENGINE ROOM

See Sheets 4, 5, and ll.

Description

The engine room is located below the main deck, between the
steel bulkheads at frames 49 and 72. This area of the hull
houses the fuel tanks(2), boilers(2), the main engine,
auxiliary machinery, and associated piping and electrical
systems (see sections "Machinery and Tankage” and “Electrical
System" for condition of this equipment). All major hull
members of the mid-body extend into this compartment, though
much of this structure is obscured by tankage and machinery.
Access is by ladder from the main deck engine flat, and
through a breach in the forward bulkhead.

Condition

Most major internal members: keelsons, ceiling, frames, and
deck beams and knees are in generally worse condition in the
engine/boiler room than in the cargo hold. Probable causes

for this are reduced ventilation and limited access for
maintenance. The alternate heating and cooling of the
compartment over the years the vessel was in operation may
also have contributed to the rot and surface deterioration
seen throughout. As in other areas, rainwater seepage is seen~
throughout the engine roon.

The hull has suffered damage due to a fire in way of the
starboard fuel tank. In this area, frames 61 to 63, eight
ceiling strakes have been almost completely burned away,
frames are damaged, and the fuel tank foundation timber is
burned and decaying. Much of the ceiling below the turn-of-
bilge could not be inspected due to limited access in way of
the fuel tanks, boilers, and machinery flats. Where
inspection was possible, these strakes appeared much like
those in the cargo hold, with extensive rot, and nail
sickness around fastenings.

The upper ceiling strakes and clamps, and the underside of
the main deck are suffering from severe surface
deterioration, primarily in way of the fuel tanks. This
deterioration, which appears as a "fraying" of the surface
grain, is thought to be non-fungal in nature. All three
clamps and the upper three ceiling strakes are generally
rotten behind the hanging knees from frame 56 to 67 on the
port side, and from frame 51 to 63 on the starboard side.
Areas of advanced rot were also seen in the lower ceiling
strakes at the aft bulkhead, port and starboard.

41


SECTION 1: ADMINISTRATIVE DATA

I. Project Identification

The steam schooner WAPAMA is drydocked on Barge 214, which is
berthed on the north side of the United States Army Corps of
Engineers (COE) Pier at the Bay Model Visitor Center (BMVC)
Marinship Way, Sausalito, California. The docking agreement
between the National Park Service (NPS) and the Bay Model
Visitor Center was approved by the Superintendent of Golden
Gate National Recreation Area and the COE District Engineer,
San Francisco, and determined legally sufficient by the NPS
Field Solicitor. Barge 214 is owned by the Harbor Tug and
Barge Company and is rented to the NPS on a monthly basis.

A long term bareboat charter between the NPS and owner is
currently under negotiation.

The WAPAMA is No. SS-02 on the NPS List of Classified
Structures (LCS) and was entered on the National Register of
Historic Places on 04/24/73. In June of 1984 the WAPAMA was
declared a National Historical Landmark.

II. Proposed Use of the Structure

The WAPAMA is listed on the LCS as in Management Catagory A:
Must be preserved. Currently the WAPAMA and Barge 214 are
unsafe for public access. The proposed treatment for the
historic ship is stabilization/preservation as the vessel
currently sits atop Barge 214. Successful implementation of
this treatment plan over a three to five year period will
permit an increase in the areas of the ship open to public
access for interpretive purposes.

III. Justification for Such Use

Stabilization/preservation of the WAPAMA with an ongoing
interpretive commitment is in keeping with NPS policies and
guidelines and is consistent with the Golden Gate National
Recreation Area General Management Plan, (Sept. 1980). The
GGNRA National Maritime Museum draft Interpretive Prospectus
(Oct. 1986) supports the concept of stabilization/preservation
and makes specific recommendations for interpretation.

IV. Recommendations for Preservation of the Work Products of
this Study

It is recommended that all objects, documents, records,
photographs, negatives and files collected or produced as a
result of this study be conserved snd stored with the Division
of Museum Storage within the National Maritime Museum, GGNRA,
at the conclusion of this study.


Fig. 8. WAPAMA on Barge 214 at Pacific Drydock,
Alameda, California, December, 1985. --Photo TCM


E. BARGE 214

1.

Particulars

Length: 200 ft.

Breadth: 60 ft.

Depth: 12 ft.

Net/Gross Tonnage: 1,255

Present Draft: 5 ft., 7 in.

Material: mild steel plating and internals
Classification: none at present

Background

Barge 214 was built in 1970 to American Bureau of Shipping
class +Al for oceangoing barges. She was designed to carry
deck loads, with a maximum capacity of 1500 lbs. per sq.
ft. In 1977, Barge 214 was damaged while in service in
Alaskan waters. Though the damage was partially repaired,
the barge was no longer considered suitable for ocean going
service.

In 1980, WAPAMA was placed on the deck of Barge 214. Since
that time, the barge has not been drydocked, nor has any
major maintenance been performed. A survey of the barge
conducted in 1985 found the barge to be " ... in suitable
condition as a dry berth and within limitations as a work
platform for renovation of the WAPAMA” (Hull & Cargo,
1985,17). This was contingent on drydocking, inspection of
the bottom, and completion of any necessary repairs.

A subsequent study was performed by naval architect,

D. J. Seymour to determine the stability of the barge with
WAPAMA on deck. This study considered the vessel/barge to
be in protected waters, and anticipated loads from winds of
approximately 50 knots. Stability was found to be adequate
to prevent heel in excess of 5 degrees (criteria similar to
houseboat stability), even with one of the three major
watertight compartments flooded (see Appendix B).

Conclusions

The aforementioned reports indicate that Barge 214 is
adequate by design, but will need drydocking, further
inspection, and possibly, repairs. As an interim measure,
bilge alarms are being installed in all compartments of
Barge 214 to provide warning in event of leakage.

Barge 214 has been under lease to the National Park Service
since 1980. The decision of whether to acquire the barge,
or to negotiate a long-term lease with the owners, will
determine who will be responsible for drydocking and
maintenance. This decision will also have an effect on the
projected cost of maintenance and repairs.

lll


(Aft comprtments, cont.)
Conclusions

As one of the most attractive, origina] and intact areas of
WAPAMA, the aft accommodations should be considered a high
priority for preservation. With the exception of asbestos
insulation in the lazarette, this area is safe for public
access.

The major concern in the aft accommodations is the extensive
seepage and resultant ongoing rot. Little structural
restoration work has been done in this area in the past
because of the high cost of removing and replacing paneling
in order to renew structural members. Stopping seepage and
preventing further damage is therefore considered very
important. The most expedient solution would be to install
weather covers over the exposed cabin deck above. Ideally,
the covers would extend down to protect the leaking topside
planking as well. The more aesthetic solution, repairing or
rebuilding the deteriorated decks and topside to restore
their weather-tightness, would constitute a major restoration
effort in itself.

35




C. WEATHER PROTECTION

Any effective effort to stabilize and preserve WAPAMA should
begin by stopping the intrusion of rainwater into the vessel.
Arresting rot and preventing corrosion will be impossible
unless this is achieved. Three approaches to this problem
have been explored.

1. Extended Nonpermanent Covers

The present cover is a good start but provides only limited
protection to the main deck and forecastle head, and none
for the rest of the ship. The cover, as it is now, has
very little overhang and even a slight angle of wind driven
rain will soak the decks and pass on to the interior of the
ship. In addition, protection should be provided for the
porous topsides as well as the superstructure aft. This
protection would be neither expensive nor difficult to
achieve if use is made of reinforced plastic sheeting held
in tension by a simple frame.

afte
I TET TTT TTT TTT Tt
NU ETOH ea

er er ee ee a ee a PO
seen

jeunsieeeuseon|cussinsseenssisnen| ms) seetenns

EXISTING COVERS

REMOVABLE SIDE CURTAINS

ae

TTT AT TTT,

/4/\ a)

= ives ir Ly tel Z

i x
COVERS EXTENDED FOR ADEQUATE WEATHER PROTECTION

\
i

TEMPORARY COVERS (STABILIZATION ONLY) |TM<*"] WAPAMA H.S.R.| 48.

1986

98



16.

ELECTRICAL SYSTEM

a. Original Shipboard System

The original electrical system received power from two
STURTEVANT steam generator sets (dynamos) which are located
in the engine room. Each of these sets produced 7.5 kilowatts
of 110 volt direct current. Electricity was controlled at a

fused control panel with exposed knife switches and 3 voltmeters.

The control panel, located on the aft engine room bulkhead,

bears the name HERZOG & DAHL, San Francisco. This electrical
system is no longer functional. Much of the original wiring

and conduit has been removed and the original extent of this
circuitry cannot be determined.

b. Shore Power System

The present electrical system was installed in WAPAMA’s

early museum ship days. This is an AC shore power system with
the main disconnect and distribution panels located in the
main deck engine flat. The shore power cable comes aboard on
the starboard side at the poop bulkhead. Most of the circuits
are for lighting and receptacles. The exterior lighting
fixtures are the shielded bronze type, and the receptacles
are dual outlet, weather-tight boxes. The shore power system
also provided power for the electric jacking gear and bilge
pump. A separate switch for the jacking gear is located in
the engine roon.

System Specifications

Type: 208 volt AC, 3 phase

Distribution Panel: (31) 20 amp breakers (lighting and outlets)
(1) 30 amp breaker (for bilge pump)
(1) 70 amp breaker (for jacking gear)

Main Disconnect: 200 amp, 3 fuse switch panel

Shore Power Cable: 4 conductor, 0000 gauge copper

Wiring: 12 AWG, single strand copper, oil and water resistant,

plastic insulated.
Conduit: mostly 1/2" and 3/4" metal conduit.

Condition

The wiring is in poor condition in many areas, with sections
of conduit badly corroded and adrift. Some of the circuits
have been partially disconnected. Many of the fixtures show
corrosion and weather insulation gaskets are dried and
cracked. The distribution panel faceplate has been opened and
the interior of the box is exposed to moisture. The main
disconnect box is improperly wired.

68


i "i

ee SHED CONFIGURATION IN RAINY SEASON:

oe SIDE PANELS IN PLACE.

> PROPOSED SHED (Conceptual Rendering) TCM-| WAPAMA H.S.R. | 60.

Interpretive disadvantages of the single shed roof include

the fact that the whole structure becomes a higher, more
imposing presence, out of scale for many potential sites. The
view of the ship from some distance and elevation (as from the
Waldo Grade while WAPAMA is at the Bay Model) becomes a view
of a large roof. In addition, her remaining mast would
probably have to be removed.

From the pier alongside, however, a clear view of the ship

is afforded under the roof, and even when the side panels are
in place, the ship is only partially obscured. This
presentation of the ship is entirely in keeping with the theme
of the ship as subject to a life cycle and suggestive of the
structure under which that cycle began. The shed is not a
completely foreign context to WAPAMA.

126


FORECASTLE

See Sheets 4 and 6 ba
LT E
pet a)

Description

The forecastle is the sheltered portion of the main deck
between frame 1 (aft side of stem) and the forecastle
bulkhead at frame 11. The forecastle originally provided
accommodations for 8 deckhands on the port side and steerage
passengers on the starboard side. Six berths are mounted
along the hull on each side of the forecastle, which is
divided by a lightly constructed, longitudinal centerline
bulkhead. Lockers are mounted against this centerline
bulkhead. Access is through sliding doors in the forecastle
bulkhead, port and starboard.

Condition

The forecastle remains surprisingly free of deterioration,
despite leakage through the deteriorated forecastle head deck
above. Deck plank ends are generally rotten along and under
the aft bulkhead on the starboard side. The waterway timber
(a continuation of the main deck waterway) sounds hollow on
the starboard side, from the bulkhead to five feet forward.
Aside from these areas, the deck planking, deck beams,’ and
waterways appear in good condition. The stem is rotten
internally, from the forecastle head to the forecastle deck.
The 2" thick ceiling appears in fair condition. The framing
could not be viewed (obscured by ceiling). Although borings
taken in several frames show good wood, some deterioration is
suspected due to open seams in topside planking. The two
pairs of large wood bitts projecting through the forecastle
head deck, port and starboard, are rotten variously,
particularly the forward bitt of each pair. The bulkheads,
bunks and lockers are in good condition, but are dirty and

in need of paint.

Conclusions

The forecastle is presently suitable for public access,
though the temporary support timbers for the forecastle head
are distracting and make access somewhat inconvenient. This
situation would be remedied by a rebuilding of the overhead
(see section on Forecastle Head). The areas of rot noted do
not present a safety hazard at this time, and could be
treated with the appropriate wood preservatives. Treatment of
the forecastle framing would require removal of some of the
ceiling. A thorough cleaning and repainting of the forecastle
is recommended. The condition of the 110 volt lighting
circuitry is not known, but it is presently operable. An
inspection of the electrical system and correction of any
deficiencies is advised.

22


c. Auxiliary Machinery

The auxiliary machinery includes original equipment and items
installed during WAPAMA’s museum ship era. This equipment
performed a variety of functions. Items are as follows:

Evaporator
Manufactured by: GRISCOM - RUSSELL CO., New York
Location: engine room, port aft
Description: iron, black enamel paint
Condition: good

Feed Water Filter & Heater
Manufactured by: MAIN STREET IRON WORKS, San Francisco
Location: engine room, port midships
Description: iron, black enamel paint
Condition: fair, some corrosion

Main Saltwater Circulating Pump
Manufactured by: unknown
Location: engine room, port aft
Description: 1 cylinder steam engine; centrifugal pump,
gray and black enamel
Condition: fair, engine turns, disconnected from pump,
corroding

Steam Pump
Manufactured by: WORTHINGTON
Location: engine room, port aft
Description: 2 cylinder, horizontal, gray and black enamel
Condition: fair to poor, corrosion and pitting,
piping crumbling

Feedwater Filter/Heater Pump
Manufactured by: BLAKE & KNOWLES
Location: engine room, port mid
Description: 2 cylinder, vertical, yellow and black enamel
Condition: fair to poor, corroding, pipes removed and capped

Oil Feed Pumps (2)
Manufactured by: WORTHINGTON
Location: engine room, port forward
Description: 2 cylinder, horizontal steam powered pumps
Condition: fair, corroding, coated with soot or fuel oil

Electric Bilge Pump (later addition)
Manufactured by: CONTINENTAL
Location: engine room, port midships
Description: 220 VAC motor; 4" centrifugal pump,
yellow enamel
Condition: poor, frozen and corroding

63


VII.

A.

Recommended Treatment for Preservation of the WAPAMA
Justification

The alternatives listed earlier are restoration, stabiliza-~
tion, and preservation with interpretation. The recommended
treatment is stabilization leading to long term preservation
with interpretation. An option of eventual restoration is
not precluded. Even if restoration was considered the
immediate preferred alternative, stabilization would still
be necessary because funding on the scale needed for
restoration has not been identified. Add to this problem
the lead time on material procurement and it becomes clear
that major restoration could not begin for at least another
year.

If restoration funding were immediately available the funds
would be better :pent on stabilization of the fleet as a
whole. The for s that reduced the WAPAMA to her present
state are opera: ng largely unchecked on the C.A.THAYER,
EUREKA, and ALMA. with similarly predictable results.
Therefore recommendations in this report are based on
considering the WAPAMA as one ship in an endangered fleet.

The difficulty of making concrete recommendations beyond
stabilization measures results from the uncertainties that
exist in three crucial areas:

1. The degree of rot in the structure is so far advanced
that it will not be stopped instantly by any process.
The effectiveness of stabilization measures and the
condition of the ship after their completion cannot be
immediately assessed.

2. If the WAPAMA is to be preserved without total rebuilding
she will require a permanent platform. The long term
availability and adequacy of Barge 214 for this use are
as yet undetermined. The cost/benefit of ownership of the
barge cannot be established prior to: a) A better survey
of shell condition, preferably on a drydock, b)
Negotiation with the owners regarding responsibility for
maintenance and cost of purchase or long term lease.

Despite the difficulty of moving WAPAMA to another
platform, a study of other options is recommended prior to
making a permanent commitment to Barge 214.

3. The combination unit of the WAPAMA upon a barge must have
adequate berthing. No site has yet been identified that
combines suitability with known long term availability.

The Bay Area Model is by far the best site identified to date.

It is to be hoped WAPAMA can remain there indefinitely.

For these reasons the recommendations concentrate on indis-
putable needs for which specific action can be taken.

130


Section 3 . .
= APPENDICES — ;

minis

oe
Ase
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= ll

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2 y

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Lt A

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DEADWOO

SBEARDING LINE

Se

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LOCATON

S$36-10-F FULL 5": ROTTEN, FEW FIBERS. DARK AND POWDERY
S36-14-C FULL 10": GOOD, FIBERS DARK GN GUTBOARD 1"
S36-14-F FULL S"s ROTTEN, WOOD FIHERS DARK AND POWDERY
S39-Ke Oo" TO 2": FAIR >> 2" TO 14": ROTTEN, NO FIBERS
S33-93 FULL 14": SEmI-SOrr, WUOD FIBERS DARK

AND SLIGHTLY MUSHY

$39-2-C FULL 10": SOFT, FISERS DARK AND MUSHY

S39-e-F FULL S"“: ROTTEN, FIBERS DARK AND MUSHY

SS3-E-rF FULL 6": SOFT, FIBERS DARK AND MUSHY

$33-S-C FULL 10": ALL GOOD

$39-S-F FULL 3S": ROTTEN, FIBERS MUSHY

$39-3-C o" TO 7": GOOD >» 7" TO 10": SOFT, FIBERS MUSHY

S39-3-F FULL 14": ROTTEN, FIBERS DARK

$39-12-C o" TO 8": GOOD >> 8" TO 10": SOFT, FIBERS POWDERY
S39-12-F FULL 14": ROTTEN, WOUD FIBERS DARK AND MUSHY

S42-S1 FULL 14": ALL GOOD

$42-1-C oOo" TO 7": SOFT, FIBER DARK AND MUSHY >) 7" TO 10": FAIR
$42-1-F FULL 6": ROTTEN, FEW FIBERS, DARK AND MUSHY

S42-6-C o" TO 7": GOOD >> 7" TO 10"3s SOFT

S42-6-F FULL 6": ROTTEN, FEW FIBERS, DARK AND MUSHY

$42-13-C FULL 10": ALL GOUD

$42-13-F FULL 6": SUFT, FIBERS DARK HND MUSHY

$45-S2 Oo" TO 10": FAIR >> 10" TO 15": SOFT, FIBERS DARK AND MUSHY
$45-3-C o" TO 7": GOOD >> 7" TO 10": SOFT, FIBERS DARK AND MUSHY
S45-3-F FULL 6": ROTTEN, NO FIBERS

$45-7-C o" TO 6": GOOD >) 6" TO 10": SOFT, FIBERS DARK

S$45-11-¢ FULL 10": ALL GOOD


Fig. 20. In hold, looking up at deck beams, lodging knees and
underside of deck planking, in way of main hatch. Note iron
tie-rod through hatch sill and lodging knees, connecting to
clamp (not seen). Members at top of photo are deck bracing at
side of hatch, installed in 1985. --Photo, TCM

40


Dynamos (2)
Manufactured by: B. F. STURTEVANT, Boston
Location: engine room, starboard raised flat
Description: 1 cylinder engine; 110 VDC generator, 7.5 Kw,
68 amp., 450 rpm., gray enamel paint
Condition: fair, both dynamos corroding, aft dynamo frozen

Electric Engine Jacking Gear (later addition)
Manufactured by: WESTINGHOUSE motor;
STRAIGHT-LINE reduction gear
Location: engine room, aft.
Description: 220 VAC/36 Amp motor (model ABDP);
56.12 to 1 reduction gear, 15 hp. input
triple chain drive to sprockets on shaft
Condition: appears in fair condition, chain drive good

Fire Pump
Manufactured by: BLAKE & KNOWLES
Location: main deck engine flat, port side
Description: steam powered, vertical 2 cylinder,
yellow enamel
Condition: good, piping disconnected

64


MoT Mouse

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AAIN DECK

END OF FOC aL.
DECK, FRAME IS,

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ANCHOR WINDLASS
Nei DovsLE wincw SET

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17 C: SECTION AT FRAME Ne? 15
STARBOARD LOOKING FORWARD

PREPARED TITLE OF SHEET TORAWING NO
Steam Schooner WAPAMA = 641/80 048
“CRA For ogy
CROSS SECTIONS Ke
HERES 557 (12)
re Historic Structure Report or 13.



A projected building time for a replacement vessel for
3S WAPAMA would be 30 months to 36 months. This time would
allow for the dismantling of usuable hardware, equipment and

interior joiner work and related items.

It is anticipated that an average of 50 men would be
employed on the average during the time of construction.
A- breakdown of trades and services are as follows.
1 foreman, 3 leadermen, 12 journeyman shipwrights, 2 black-
smiths, 3 machinists, 2 riggers, 2 pipefitters, 2 electri-
_cians, 6 caulkers, 6 joiners, 8 apprentice carpenters,

4 painters, 1 crane operator and office personnel.

50 men working for 125 weeks 2 40 hys per week would add
up to 250,000 hrs of labor.

Hopefully this amount of time could be decreased if
building conditions were good. Taking into account probable
delays of some needed materials from time to time and the
time of training and oriention then the time indicated is

perhaps realistic.

But- to use an oft-used phrase of Lester Stone's--

"There is nothing finer than a new ship."

Jack W. Ehrhorn
Marine surveyor

5 OF 5


v.

EVALUATION OF TREATMENT ALTERNATIVES

Three Basic Alternatives

The following alternatives assume the goal of preserving
WAPAMA for future generations. Options which forego long term
preservation have not been explored.

Restoration, for refloating WAPAMA, is examined because it was
the focus of earlier planning efforts. This option is not
currently considered viable and is not recommended.

Stabilization is considered achievable and is recommended as
the responsible short term goal. Stabilization should be a
precondition for any more ambitious preservation goals.

Long term preservation with public access is considered the
best possible end use. Uncertainties as to the viability of
preservation can best be assessed after stabilization. These
last two alternatives can be viewed as two phases of one
operation, with the second contingent upon the success of the
first.

Restoration as a Floating Museum Ship

Many ship preservation efforts in this country have been
directed at the goal of presenting the vessel in a condition
which approaches, as close as is practicable, that of a given
period of her working life. Some notable examples, including
the USS CONSTITUTION, the CHARLES W. MORGAN, and the JEREMIAH
O’BRIEN have achieved some degree of success. To succeed at
this goal a restored museum ship should be structurally sound,
yet retain as much of her original fabric as possible. She
should be effectively interpreted to the public, yet have

the appearance of a working ship, "ready for sea". She should
live as a ship, in her natural environment, yet be saved for
future generations to learn from.

Only through extensive rebuilding have large wooden vessels,
such as the CONSTITUTION and the MORGAN, been able to succeed
as floating museum ships. These vessels still float on their
wooden bottoms, and although stationary, they provide their
visitors a reasonably accurate idea of the spaces and
structures of life at sea during their historic periods.

Creation of a floating museum ship was the objective which
guided the initial restoration of the WAPAMA. For almost 20
years she floated in her correct setting. Her spaces were
dressed and interpreted on a number of levels. Extensive
restoration and renewals to her deckhouse, pilothouse,
rigging, and foredeck brought the ship close to her original

78


There is a forecastle head forward with a steam anchor
windlass, two cargo winches, mooring bitts, samson post, anda
small capstan. The aft end of this deck overhangs the main
deck. The forecastle is divided into port crew quarters and
starboard steerage passenger quarters. The forepeak and

steel collision bulkhead are under the forecastle. Abaft the
forecastle are lockers and heads in small enclosures, port

and starboard.

The main deck is notable for very heavy waterways, bulwarks,
and full-length longitudinal stringers enclosing the main
hatch. A single large cargo hatch is located amidships. Aft
of the cargo hatch and between the longitudinal stringers is
a deck house containing cabins for the firemen, winchmen, and
oilers. Aft of this is the upper flat of the engine room.

The poop bulkhead runs thwartship abaft the engine room house
and has a doorway to the accommodation only on the port side.
Although referred to as the poop bulkhead the deck above was
more often referred to as the cabin deck rather than the poop
deck in steam schooners. On the main deck aft of the poop
bulkhead are the crew’s mess to port, galley midships, and
steward’s stores and pantry to starboard. Aft of this is the
passenger dining saloon which runs thwartship the width of the
vessel, with fixed seating for thirty-three on swivel stools at
three tables with additional seating at two settees. Aft of the
saloon are small cabins for members of the stewards department.

A curved staircase, located on centerline at the forward end
of the saloon, leads up to the social hall on the cabin deck.
Running forward on the cabin, the house contains a smoking
room, and four cabins for the three engineers, two wireless
operators, and two mates. All cabins open onto the narrow

side decks, port and starboard. At the forward end of the

house are the two steam cargo winches which served the mainmast
booms. Rising through the center of the house is the engine
room fidley enclosing the funnel.

The cabin deck house aft of the social hall held two cabins
accommodating three passengers each. There are two heads at
the aft end of the house. The cabin deck is enclosed by a
heavy wood taffrail on turned stanchions above a log rail.
Turned stanchions support the boat deck above. Skylights
which open into the saloon are located port and starboard
against the house side. Access ladders to the boat deck are
positioned thwartship, port and starboard of the house.
Behind the house is the rudder head and quadrant under a
grating, and a steam capstan to port of centerline.

The boatdeck extends to the sides of the vessel aft and
narrows to small side decks forward of the poop bulkhead.
The forward end of the deck forms a roof over the winch
platform and has small hatches which allowed the winchmen to
keep an eye on gear aloft.


Achieving a weather tight structure will require the following
renewals in addition to those specified for safety concerns.

Weather Surface Renewals

Item Dimensions
Bulwark Stanchions (94) 15" x 9" x 10°
Bulwark Wales 3-1/2" x 11"
4-1/2" x 12"
6" x 12"
Bulwark Planking 4a" x 4"
Bulwark Cap 6" x 22-1/2"
Topside Planking 4-1/2" x 9" and

4-1/2" x 11-1/2"

Rubrail 13" x 18" approx.

Misc. (add 15%)

Total Additional Board Footage
Board Footage from Safety Renewals

Total Board Footage for Weather Renewals
Estimated Cost for Weather Surface Renewals:
@ $ 16.00 per b.f. $ 1,900,000

@¢ 9.00 per b.f. $ 1,066,000
@ $ 12.00 per b.f. $ 1,421,000

110

Linear Ft.
940
560
240
240
1,440

254

5,460

500

Board Ft.
9,870
1,797
1,080
1,440
1,920

2,858

18,454

118,396


(Preservation plan, cont.)

e.

Coatings

(1) Machinery, boilers and tankage should be scaled,
coated, and lubricated. Estimated Cost: $32,000
Reference item B. in Factors Affecting Preservation

(2) Coating of weather surfaces for protection and
improving appearance. Estimated Cost: $45,000

Rot arresting treatment

An inhouse study is currently being performed by U.S.
Borax on the usefulness of large scale application of
borates to arrest rot in WAPAMA’s timbers. This path
appears to offer the best combination of effectiveness
and lack of toxicity to humans found to date.
Estimated Cost of application: $40,000 to $60,000
Reference item A. in Factors Affecting Preservation

Increased Weather Protection

Weather protection was discussed in item C of Factors
Affecting Preservation. Options are as follows:

(1) Extension of the present type of cover over the
entire vessel: Estimated Cost: $ 50,000

(2) Construction of a permanent shed over the entire
vessel
Estimated Cost: Barge modifications $200-250,000
Shed construction $200-350,000

(3) Partial restoration through renewals of weather

surfaces.
Estimated Cost : $1,000,000 to $2,000,000

For both the shed construction and partial renewal
option there will be a requirement for greatly increased
funding as well as design and construction time. The
practical result will likely be a lead time of years
rather than months. The need for increased protection
is immediate. We therefore recommend accomplishing this
by extensions of the present system.

Assign ship keeper

The numerous maintenance and small preservation tasks
could best be performed by a part-time staff person.
Assignment of a retired engineer or person with similar
background would be appropriate.

Estimated Cost : $15,000 per year

133


Section 3: Appendices
A. Record of Fabric Analysis
1. Wood Test Boring Results
2. Wood Moisture Reading
B. Stability Calculations

C. Replication vs. Restoration; Jack

vi.

Ehrhorn


P4g-1-F
P4as3-10-C
P43-10-F
P43-14-C
P43-14-F
P46-2-C
P46-2-F
P46-8-C
P46-6-F

646-13-C

PS4-1-F

PS4-KEEL

STARBOARD

s3-e-C

$3-5-C

S39-6-C

S9-6-F

S11-Ke

S11-KS

FULL 6": SOFT, FIBERS DARK AND MUSHY

FULL 10": FAIR, FIBERS DARK

FULL 6": SOFT. FIBERS DARK AND POWDERY

FULL 10": ALL GOUD

FULL 6": SUFT. FEW FIBERS

ov TO 7" = GOOD >> 7" TO 10": SOFT. FIBERS DARK AND MUSHY

FuLL 6": ROTTEN, FIBERS DARK AND POWDERY

oa" 10 6": FAIR >> 6" TO 10": SOFT, FIBERS DARK AND MUSHY

FULL 6": SOFT, FIBERS DARK AND MUSHY

FULL 10": ROTTEN. FEW FIBERS

FULL 6": SOFT, FIBERS DARK HND MUSHY

FULL 10": ALL GOOD

FULL 6": SOFT. FEW FIBERS. DARK AND MUSHY

FULL S":ROTTEN, FIBERS DARK AND MUSHY (OUTSIDE)
FULL 6": SOFT, FIBERS DARK AND MUSHY (OUTSIDE)

FULL 14": FAIR, FIBERS DARK

FULL 6": SOFT, FIBERS DARK AND POWDERY

FULL 14": FAIR, FIBERS LIGHT IN COLOR
SOME SLIGHTLY MUSHY

FULL 10": HLL GOOD

FULL 10": ALL GOUD

o" TO 8": GOOD >> 8" TO Lom: ROTTEN, FIBERS POWDERY
FULL 5": SOFT, FEW FIBERS. POWDERY

o" TO 6": GOOD >> 6" TO 8": ROTTEN, FIBERS MUSHY

o" TG 5": GOOD >> S" TO 3": ROTTEN, FIBERS DARK AND MUSHY

&


improve the appearance of painted surfaces, a breathable
stain, with appropriate color pigment, might be used. This
type of coating would allow drying, and some penetration of
preservatives, but would be primarily decorative, providing
little protection and having minimal durability. This
application should be considered for the following areas:

Area Coating

wheel house white stain

boat deck covering boards white stain

cabin deck rails, stanchions white and gray stain
main deck bulwarks, bulkheads white and gray stain
topsides white and gray stain
bottom red stain

forecastle covering boards white stain
forecastle bulwarks white stain

A coatings schedule, specifying types of coatings and
sequence of application, should be developed in conjunction
with the rot treatment program.

Recommended Wood Preservation Treatment

The permanent reduction of moisture content is recommended
as the best long term treatment for WAPAMA’s wood fabric.
Interim treatment with preservatives will be necessary to
slow decay during the drying period. The following steps
are recommended. Cost estimates and sequences are given in
the section VII, Recommended Treatment.

Procedures

a. Erect weather protection over
all exposed surfaces:

Temporary covers (stabilization)
Permanent shed (long term)

b. Increase ventilation:

Passive ventilation (removals)
Active ventilation (fans, air pumps)

c. Remedial chemical treatment of wood:
Sodium borates: 1) further research
2) application
3) monitoring
d. Apply protective coatings:
Breathable stains (prior to rot treatment)

Paints and wood sealers (after rot treatment)
Wood consolidating epoxy (as needed)

93


3. Encompassing Structure

The need for weather protection coupled with the
desirability of public viewing of the WAPAMA may best be
met by construction of an open sided shed over the

entire vessel. The roof portion would be a permanent
structure. To protect the topsides from wind driven rain,
removable side panels could be put up during the rainy
season. (Figures 51, 52, 58 and 60.)

The use of an inflatable building was investigated and

deemed impractical. The height requirement compared to the
base available was found to be beyond the stability limits
of such structures. The appearance of such a large balloon

like structure would have no relationship to the historic
vessel and look out of scale in any site under
consideration.

A related solution would be the use of a rigid frame-
tensioned membrane type structure. Such a structure is
technically possible, though cost would be in the range of
$25 to $35 per square foot for the size and strength
required on this scale. This is considerably more
- expensive than the $7 to $12 commonly quoted for ordinary
roof construction. Questions of cost aside, the appearance
of such a large and unconventional structure may be hard to
rationalize next to the historic ship.

The best long term solution to out-of-the water preservation

of the WAPAMA appears to be building a traditional open

sided building over the vessel, perhaps with a clerestory

in the roof for improved ventilation and lighting. There is
historical precedent for the appearance of the ship in a

shed. Many vessels in the Northwest were built under sheds
similar to the conceptual proposal shown. Any future renewal or
repair work would be most efficiently done under the protection
of such a structure.

The construction cost of an adequate shed would likely be
in the range of $200,000 to $350,000, based on costing of a
similar work shed as part of the 1984 Restoration Plan.
While this is higher than for frame and fabric covers the
maintenance requirements would be much lower.

The primary advantage of the shed is that it provides the
maximum protection combined with the maximum visibility
from the eye level of visitors near the vessel. All other
systems that provide adequate protection do so at the
expense of interpretation.

The primary disadvantage is the requirement for base area.
Providing a good base for such a shed'will require modifi-
cations to the barge. Two approaches to increasing the deck
area of Barge 214 are explored in Section 2, item VI.E.

101


6. Structural Renewals

A compromise, between rebuilding the WAPAMA as a floating
ship and propping up her remains under cover, could be
renewal of certain weather surfaces and supporting
structure. This would be a positive step from the
standpoint of interpretation and visitor safety. The
following portions of the ship are considered for renewal.

a. The Main Deck

Renewal of the main deck would include deck beams,
stringers, waterways, planking, and hatch. The most
significant issue to resolve is whether the option of
eventually rebuilding the entire vessel is to be kept
open, or renewals made solely for the sake of
weatherproofing, interpretation and visitor safety.

If the option of rebuilding the ship is taken seriously,
the scope of work for main deck renewals must address
the distortions of hog and twist in the hull. Removing
these distortions, by shifting blocking to allow hog to
settle out and jacking the fore body to correct twist,
are major efforts in themselves. The earlier rebuilding
plans called for correction of these distortions but
envisioned the work being done after removals had been
made of large portions of timber, and the hull thereby
rendered more limber. Attempts to force the vessel back
into shape without removing planking, reefing out
caulking, removing ceiling wedges, etc. will place great
strains on the structure and may not be successful.

If the work of removing distortions is not undertaken
the new main deck will conform to the distorted hull.
Since the new deck and supporting structure will then be
the strongest part of the ship, the distortions will be
locked in and may prove impossible to correct by
subsequent work on other parts of the hull.

b. The Forecastle Head

Rebuilding the forecastle would offer several benefits.
The forecastle would be best protected in the long run
by sound structure over it. A renewed forecastle head
would permit remounting the anchor windlass and cargo
winches for interpretive purposes. Visitor access could
be permitted onto this deck and the forecastle cleared
of the shoring that is presently necessary. These
benefits to interpretation will only be realized if they
are part of an overall plan to allow public access
aboard the ship.

107


MAIN DECK

See Sheets 4, 6, and 10

Description

As a structure, the main deck runs from stem to stern. This
report section covers only the exposed area of main deck
between the forecastle bulkhead at frame 11 and the poop
bulkhead abaft frame 69. This portion of the deck was
designed to support deck cargo and is heavily constructed.
Construction is 4" x 4" planking laid on single piece deck
beams supported by hanging knees, clamps and centerline hold
stanchions. A heavy 3-piece timber deck girder and 2-piece
waterway run full length, port and starboard. The main hatch
is situated between frames 26 and 37, and is surrounded by a
solid timber coaming. Two samson posts were formerly stepped
through the deck, fore and aft of the hatch. Now, only their
partner timbers remain.

Condition

The overall condition of the main weather deck is poor. All
major timbers in this area show some degree of rot. The

4" x 4" deck planking, much of which was renewed in the early
1960s, is rotten variously, with only limited areas still
sound. The seams are generally open, with pitch gone or
cracked. Many bungs are loose or missing, and approximately
40% of the iron spike fastenings are wasted at the heads.

Some areas of decking are deteriorated almost to the limit of
safety for foot traffic. Most deck beams show rot, with those
in way of the hatch being severely rotten and weakened (see
sections "Cargo Hold" and "Engine Room" for condition of
deck beams). The deck shows severe sagging from frame 22 to
40. This condition is due to the weakened beams and failure
of the longitudinal deck girder which is the primary support
member for the deck in way of the hatch. Shoring has been
placed under the hatch carlings, port and starboard, though
advanced rot in the hatch beams leaves this area of the deck
less than secure. The condition of the deck girder timbers
ranges from soft to severely rotten, port and starboard, from
the forecastle bulkhead to the poop bulkhead, with some
portions disintegrating and losing form. This condition
presents a serious problem in way of the house, from frame 50
to 69, where the girders act as a sill for the house. The
waterways are generally severely rotten from the aft end of
the deck lockers at frame 15, to the poop bulkhead, with
sections showing severe disintegration. Two sections of the
waterways are in better condition, though soft: port side,
frame 62 to 67, and starboard side, frame 24 to 44.

The hatch coaming is generally rotten all around. The side
members of the coaming are formed by the deck girders, which

24


Structural Survey : Steam Scnooner WHYHMA

RECORD GF FHEKIC ANALYSIS +: Word Borings im Hull

LUCATLUN CONDITION
sfeEm Oo" TO 6": GUUD >> 6” 1G 14": ROTTEN. NO FIBERS
P7-FOCSL Oo" Tu 3S": FAIR >> 3" TO 8": SOFT. FIBERS DARK
P&-1-F FULL 6": SOFT. FIBERS DARK AND POWDERY

PS-FOCSL FULL 8": ALL GOOD

Ple-14-F FULL 6": FAIR. FIBERS DARK

Pee-16-C FULL 10":; FAIR

Pee-16-F FULL 6": ROTTEN. FIBERS DARK AND POWDERY

P25-1-C FULL 10": FAIR, FIBERS DARK

PeS-1-F FULL 6": SOFT, FIBERS DARK AND MUSHY

PeS-3-F 7? oOo" TO 10": SOFT. FIBERS DARK >>? 10" TO 14": FAIR
PeS-S-C FULL 10": ALL GOOD

PES-S-F FULL 6". SOFT. FIBERS POWDERY

Pes-9-C o" 106 #": FAIR >> &" TO 10": SOFT, FIBERS MUSHY

FULL 6": ALL ROTTEN, FEW FIBERS

o" TO 6": GOOD >> 6" TO 10": SOFT. FIBER POWDERY

Pe5-12-F FULL 6": ROTTEN, FIBERS DARK AND MUSHY

PE7-3-C FULL 14": FAIR. FIBERS DARK BUT SOUND (OUTSIDE)

PE7-3-F Oo" TO 6": FAIR, FIBERS DARK

PZB-4-C o" TO 4": FAIR >> 4" TO 10": SOFT. FIBERS DARK AND MUSHY
Pea-39-C ov TO 7": FAIR >> 7" TO 10": ROTTEN, FIBERS MUSHY
Pez8-9-F FULL 6": ROTTEN, NO FIBERS

Pe6-12-C o" TO 7": FAIR >> 7" TO 10": ROTTEN, FEW FIBERS

Pe6-1e-F FULL 6": ROTTEN. NO FIBERS


G. Interpretation ....... cece ee eee ene 120

1. Virtues in Necessity ....... cece cece eens scenes 120
2. Interpretation in the Near-Term .............005 121
3. Public Access .......... eee e ese eeeeeens seeeeee 121
4. Circulation ...... cece cece cece eee ee eens 123

Systems........... cee eee Commerce borer ne eee veces 124

6. Weather Protection and Interpretation .......... 124

' H. Safety ..........0005 eee e eee eee eee ee eee eee ~.-127
1. Immediate Safety Concerns ............ eee cece ee 127

2. Public Access and EgresSS ........es eee cece ceeeee 127

3. Structural Deficiencies ....... tee e ee eee bee eeeee 127

4. Electrical System Deficiencies.........6...e0 00s 128

5. Fire Safety ....... cee cece eee eeee wee eee eee ee ee L288

, 6. ASDESEOS .o eee e eee cece eee eee etree teen eens 128
VII. Recommended Treatment ............. eee e sees cc ceseeee -130

A. Justification........... eee eee n sees esses wee eee 130

B. Preservation Plan ......eeseeeceseceeceeeee seeeeee LBL

1. What Has Been Done to Date ........... ee eeeeenee 131

2. Further Stabilization Work ........ wee eeeeee eee LBL

3. Further Studies ........... eee e eee ewe cence ane 134

VIII. Impact of Proposed Treatment............... eee eee ee  L40

A. Historic Fabric 2... cece cece eee ee eee eee tener enee 140

B. APPEALraNCe 2... cece ee cece eee ee eee eens eae eee 140

C. Long-Term Preservation ............ selec ewe ceceee ~..141

IX. Credits and References........ rs ween eee 142


3.

5.

Survey Methodology

Inspection of the steam schooner WAPAMA was carried out by
surveyors Capt. Giffy Full and Don Birkholz, Jr., between
November 21 and 28, 1985. All accessible structure and
surfaces were inspected. Methods of inspection included:

- visual examination

- sounding and probing of surfaces

- wood sample boring (1/2" x 14" auger)

- wood sample coring (5.5 millimeter increment borer)

With the exception of corings and borings, only non-
destructive methods were used. The vessel inspection took
place during several days of heavy rain, thus allowing
observance of leaks and drainage problems.

Organization of Report

The existing ci...idition report is organized around the
physical subdivisions or compartments of the vessel. The
major structural components are covered as elements in the
subdivisions, rather than having their own headings. A
brief description is given for each subdivision, and "key
diagrams" are included to assist in cross referencing with
the drawings. An itemized and detailed list of structural
condition has been compiled in the supplement "Existing
Condition Survey Data". This information has also been
placed on a data base (dbase III - PC) to facilitate usage
for future preservation efforts.

List of Terms

rot, rotten denotes fungal decay of wood or other
natural fibers such as rope and canvas

incipient rot initial decay fungus infestation,
preceeds degradation of wood structure

deterioration loss of fabric or form due to decay,
abrasion, corrosion, etc.

disintegration total loss of fabric due to decay or
corrosion

nail sickness the degradation of wood in contact
with corroding iron or iron oxides.

18


—

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— ts sete
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WHEELHOUSE

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Faame S22

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AT BULKHEAD

=~ N2z pouLe
MINGH SET

cabin DECK

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en en Lo pupsrtans
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(IE ravens
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ca sugenee sea ob

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END oF Focst.
DECK, FRAME 15.

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MAIN DECK BEAM

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CTION AT FRAME Ne? 47
RT LOOKING AFT

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SCALE OF FEET

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C: SECTION AT FRAME N2® 15
STARBOARD LOOKING FORWARD

PREPARED TITLE OF SHEET
Steam Schooner WA

“CRW
CROSS SECTI

CHEKED

Historic Structure I

OIE



Section 3: Appendices
A. Record of Fabric Analysis
1. Wood Test Boring Results
2. Wood Moisture Reading
B. Stability Calculations

C. Replication vs. Restoration; Jack

Ehrhorn




MANAGEMENT SYNOPSIS

The steam schooner WAPAMA is presently in a state of advanced
deterioration for which there is no easy or quick cure. Out of
the water and unable to be refloated in her present condition,
WAPAMA continues to deteriorate. This report explores the
feasibility of three treatment alternatives:

1. Rebuilding as a floating museum ship
2. Stabilization and storage

3. Preservation for interpretation ashore

Restoration would require a level of funding beyond the resources
of the NPS at this time. The recommended treatment is

preservation as a shore based exhibit; stabilization is

considered a prerequisite. A comprehensive program, coupled with a
long term commitment, will be necessary to achieve this.

The needs of the other ships in the historic fleet, and the
availability of funding were considered in selecting this option.

‘The following is a projection of costs for stabilization and
preservation. For comparison, a rough cost projection of a four-
year rebuilding program is given.

It must be realized that there is a certain minimum level of
commitment below which the goal of long term preservation becomes
unrealistic.

Stabilization/Preservation Rebuildingt
FY 87 $ 211,000 $ 1,500,000
FY 88 $ 354,000 $ 2,000,000
FY 89 $ 457,000 - 667,000 $ 2,300,000
FY 90 $ 350,000 - 550,000 $ 2,300,000
Total $ 1,372,000 - 1,782,000 ¢ 8,100,000

* Rebuild estimate based on 250,000 man hours @ $25 per hour,
materials @ 30% of labor.

xi.


(III.) C. Existing Condition Survey ............2e cece eee eee 20

1. Forecastle Head 2.1... .. ccc eee ccc eee ee eee ee 20

2. Forecastle ........ ses eeceeeee eee c eee rereccneece 22

3. Main Deck ©... . cece eee cece cece eee eee eee ee eee 24

4. Bulwarks ............ 2. eee eee eee weet eee 27

5. Main Deck House ....... cc cece cece eee te ee eee eee 29

6. Aft Compartments ....... ccc eee cece eee eee eens ~+ 32

7. Forepeak ....... wee ee eee ee i a i as 36

8. Cargo Hold 2... . ccc ccc cc cece eee eee eee eens 37

9. Engine Room ....... scence eens eee cee eee eens 41

10. Afterpeak .............-. bee ee cece eee eres 45

ll. Cabin Deck ......... cence sees ra ra 47

12. Boat Deck ........... see eee eee enews 51

13. Hull Exterior ....... cece eee eeee ceca cece scans 55

14. Rig emcee cence eens cceescere sewer cere ceceeee 60

15. Machinery and Tankage een e cece eee eee eee 62

16. Electrical System ...... ccc cece c eee eee eee renee 69

17. Piping .......20.8 ence eee eee ec cence eens cece w eee 70

D. Load Bearing Limits of Structure........cessseseeee 72
IV. Measured Drawings ..............> bce eee e eee eens .

A. Explanation of Drawings sce cee eee eee eee eee eee 76

Sheet: 1.

Cover Sheet
Profile View
Outboard Profile
Inboard Profile
Plan of Hold

Plan of Main Deck

ii.

7. Plan of Cabin Deck
8. Plan of Boat Deck

9. Plan of Forecastle
and ’Tween Decks

10. Midships Section
1l. Cross Sections

12. Rigging Plan


organism can inhabit wood, primarily softwood, which has a
moisture content of 25% or greater. It first arrives as a
spore, being airborne or waterborne to the wood’s surface.
Under favorable conditions (temperature and moisture) the
spore germinates and penetrates the wood surface to begin
digesting the wood by dissolving the cell walls. Brown rot
is so called because of the brown color the wood acquires
from the predominately lignin residue left after fungal
metabolism (Morrell, Helsing, Graham 1984).

In WAPAMA’s case, the cause of brown rot is poor
ventilation coupled with fresh water saturation from
exposure to rain.

Rot Treatment Options
The following methods are commonly used to arrest rot
- Renewals: replacing all or part of an affected member.

- Drying of wood: reducing the moisture content of wood
to below 25% will prevent growth of most decay fungi.

- Treatment with chemicals: topical applications,
fumigants, pressure treatment.

Each of these methods has particular advantages and
limitations. Long term preservation of WAPAMA will likely
depend on a combination of all three.

a. Renewal of Decayed Structure.

The most effective method of arresting fungal decay is to
replace all infested wood with properly treated and
installed new material. Due to the extent of decay, both
advanced and incipient, this method would necessitate
rebuilding almost the entire vessel. Renewal of all
decay infested material is not considered practical. In
some cases severe deterioration and weakening of
structural members or desire to achieve weather-proofing
will favor renewal (see item D.6., Structural Renewals).
Where renewals are made, care should be taken to prevent
the spread of decay from adjacent infested members.

b. Reducing Moisture Content

Drying of wood, for the purpose of arresting and
preventing dry rot, involves reducing the moisture
content of each wood member in the structure to below
25%. This can be done by preventing direct contact of
the wood with fresh water, primarily rainwater, and by
providing adequate ventilation to wood surfaces. Once
this is achieved, the wood will eventually dry until the
moisture content approaches the ambient moisture level
of the surrounding atmosphere, about 12% to 14% in the

86


PLAN SECT.“C7 ABOVE Main RAIL

robot

FRAMES, SIDED 10%”
f— ‘

PROBABLE Foamen

BULKHEAGNOTE NESS eee -

.

1-BEQTH
SHELF over!

— - _. PLAN SECT "BR" ABOVE WATEQWAY
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3 eer ene ers = = = a ee ot
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gsme RSA Papeamys 7 Ja
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4 ioe 7 Cor
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\ woop Deck, tN J@uews) ME toby are
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12° DIA. PORT LicHTs TYPICAL”

STARBOARD SIDE: PLAN Sect. "C” ABOVE MAIN Ral!



ll.

CABIN DECK

See Sheets 3, 4, 7, and 11

Description

The cabin deck is the raised deck extending from the forward
end of the house at frame 48 to the stern. The winch
platform, with two steam cargo winches and the mainmast
partners, is located at the forward end of the deck. The
cabin deck house, extending from frame 53 to 81, houses two
passenger cabins, the engineers’, mates’ and wireless
operator’s cabins, social hall, smoking room, and three
heads. The steering gear and a steam capstan are mounted at
the aft end of the deck. Access to the cabin deck is via a
staircase from the dining saloon below, and via ladders at
the poop bulkhead, port and starboard.

Condition

The worst deterioration seen in the cabin deck is found in
the exposed exterior areas, particularly on the port side,
from the poop bulkhead to the stern. Here, the solid bulwark
timber is severely rotten and disintegrated over a distance
of 24 feet, from the port quarter chock to the stern.-The
port covering boards are rotten variously with the worst area
at the quarter. The poop bulkhead covering board is rotten at
the port outboard end. The cap of the raised bulwark, forward
of the poop bulkhead on the port side, is rotten variously
from frame 64 to 70. Localized areas of rot are seen in the
deck planking near the deck edge on the port quarter, and
around bitts and skylights.

Four of the turned pillars supporting the boat deck on the
port side, number 2, 3, 4 and 5 counting from the poop
bulkhead, are rotten at the bases and structurally unsound.
The aftermost of the port side davits is adrift at the base
and presents a hazard.

On the starboard side of the after cabin deck, the second
pillar and knee aft of the poop bulkhead are split and
weakened. The third davit aft is loose at the base, and
sitting on a rotten section of covering board. Another
section of rotten covering board is seen at the quarter.

The starboard bulwark has been renewed from the poop bulkhead
to the stern, but even these newer sections show incipient
rot in numerous large checks. A severely rotten area is seen
in the bulwark at the poop bulkhead.

47


$15-1-F
$15-S-cC
$15-S-F
$15-7-cC
S15-7-F
$15-10-C
S15-10-F
S17-Kz
$17-Ke
$16-3-C
$18-3-F
$16-9-C
$16-9-F
$18-12-C
$18-12-F
S21-S1

S21-1-C

CUND LT LUN

oOo" 10 2": Boob >>
Oo" Tu S": GOOD >>
FULL S": ROTTEN.
Oo" TO 4": FAIR >>
FULL S": ROTTEN,
oOo" TO 4": GOOD >>

FULL S": ROTTEN,

2" 10 15": ROTTEN, NO FIBERS
S" TO 10": SOFT, FIBERS MUSHY
FEW FIBERS, DARK AND MUSHY
4" TO 10": SOFT, FIBERS MUSHY
FEW FIBERS, DARK AND MUSHY
4" TO. 10": SOFT. FIBERS DARK

FEW FIBERS, DARK AND MUSHY

FULL 14": HLL GOOD

Oo" TO 4": FAIR >)
FULL S": ROTTEN,
o” TO 4": GOUD >>
FULL S": ROTTEN,
o" TO 2": GOOD >>

FULL S": ROTTEN,

o”" TO 7"s SOFT, FIBERS DARK AND MUSHY >>

FULL 5S": ROTTEN.

FULL 14": GOOD

FULL 14": ALL GOOD,

o" TO 2": GOOD >>

FULL 5S": ROTTEN,

4" TG 10": SOFT, FIBERS DARK

FIBERS DARK AND MUSHY

4° TO 10": SOFT, FIBERS DARK
FEW FIBERS, DARK AND POWDERY

2” TO 10": SOFT, FIBERS DARK

NO FIBERS

FIBERS DARK AND MUSHY

FIBERS LIGHT! AND DRY

AND MUSHY

@ND MUSHY .

AND MUSHY

AND MUSHY

10": GOOD

2" TO 10": ROTTEN, FEW FIBERS

FIBERS DARK AND MUSHY

FULL 10": SOFT, FIBERS DARK AND MUSHY

FULL S": ROTTEN,

FIBERS DARK AND MUSHY

FULL 10": SOFT, FIBERS DARK AND MUSHY

FULL S": ROTTEN,

FIBERS DARK AND MUSHY

FULL 14": ALL GOULD

FULL 10": ROTTEN,

FIBERS DARK AND MUSHY


°

I.

A.

SECTION 2:
PHYSICAL HISTORY
AND ANALYSIS

ann
HISTORICAL SIGNIFICANCE

Fig. 1.
--Lyle Galloway

Statement of Significance

The WAPAMA is an artifact of the highest historical
significance, important on world-wide, national and local
levels, and in multiple contexts of culture and technology.

On an inter’ational level she is a significant artifact of

naval architecture as one of the largest surviving wooden

ships in the world. The warships U.S.S. CONSTITUTION, U.S.S.
CONSTELLATION, H.M.S. VICTORY, H.M.S. FOUDROYANT, JYLLAND
(Denmark), and the steam ferry EUREKA, are the only larger wooden
vessels remaining today.

On a national level the WAPAMA is significant as one of the last
American coastwise passenger steamers. The coastwise and
overnight services were once a vital part of America’s
transportation system. On the West Coast in particular, such
vessels were the only effective passenger service from the

1880s through the 1930s.

On a regional level the WAPAMA is a significant artifact of
the lumber industry which dominated the economic development
of the Pacific Northwest. The cities of California were built
with lumber brought primarily by schooner from the coastal
regions north of San Francisco. . The steam schooners greatly
aided the rapid growth of coastal cities.


4. Metal Preservation Recommendations & Cost Estimates

The following are general recommendations for treatment of

metal fabric.
they are

weather protection, ventilation).

a.

Stop all rainwater incursion into vessel
(extended weather covers).

Provide covers for all exposed machinery.

Provide ventilation or dehumidification
in engine room.

Provide proper lighting in engine room.

Assign an "engineer" to maintain all
machinery on a regular basis.

Coat all accessible metal as recommended.

Total (other preservation work included)
Total (other preservation work not included)

* work in progress
** = =«6©per year

Cost estimates are given in parenthesis where
included in other recommended preservation work (i.e.

($ 50,000.00)

$ 1,500.00
($ 10,000.00)

($ 2,000.00)*

$ 5,000.00%*

$ 32,000.00

($100,500.00)
$ 38,500.00

Poppy Os vee
T_incues 2)

a a a a

Fig. 47. Corroded iron spike plank fastening, taken from

topsides, port side, frame 45, strake 22.

97

--Photo, TCM


54.
55.
56.
57.
58.
59.
60.

61.

WAPAMA in the 1950S....... 0.0 cece ee eee eee eee teens 118
WAPAMA in the 1960S......... eee cece eee ee eee eee eee 119
Proposed Hold and Main Deck Access (Section)....... 122
Proposed Hold and Main Deck Access (Profile)....... 122
Proposed Shed (Dry Season)...... eee ee eee eee eee 125
St. Helens Shipbuilding Co......... cee ee cece cee 125
Proposed Shed (Rainy Season).......cc cece cece e cece 126
Options for Additional Fixed Covers...........ee00- 135

ix.


c. Boilers and Stack

The boilers and lower end of the stack are severely
corroded and continue to deteriorate. Though the upper end
of the stack is being secured as part of the stabilization
effort, the lower section and breaching are too
deteriorated to maintain in place. These sections should be
thoroughly documented and removed before they collapse
entirely.

Removal of all asbestos and fire brick from the boilers is
recommended. This will reduce weight on vessel structure
and allow better access for preservation work. The boilers
are coming apart at the seams and will require welded or
mechanical repair to consolidate them. The extreme
corrosion and wastage will make them difficult to prepare
for coating. Wet grit blasting should be considered as an
alternative to mechanical cleaning. Sandblasting is not
recommended for interior spaces, but might be considered
for dismantled sections of the boilers.

Tankage

The two main fuel tanks in the engine room are in poor
condition and are rapidly deteriorating. These show heavy
scale on the sides, and are rusting through on top. These
tanks would benefit greatly from weather protection. All
tanks, including the fuel tanks (2), ’tween deck tank, and
afterpeak tanks (2) should be scaled and treated with a
corrosion inhibitor. Coatings could then be applied.

Piping

The majority of piping is in the engine room. This includes
steam, water, and fuel oil piping. Much of the piping is
badly corroded and collapsing. Collapsing sections should
be documented and removed. Remaining piping and valving
should be scaled, and coated.

Deck Gear

Deck gear, including capstans, winches, and windlass,

are presently exposed to the weather. This gear should be
protected with covers during the rainy season. Recommended
maintenance includes scaling, priming and coating, and
greasing of moving parts.

Fastenings

The fastenings are the most difficult metal components to
treat. This is due to the fact that most are buried deep in
large wood timbers that are moisture saturated. The rate
of corrosion of these fasteners cannot be slowed without
reducing the moisture content of the wood, a process which
will take time. In addition, thorough coating is not an

95


(Preservation chronology, cont.}

FY 90 Recommended Work Cost Estimate
Increase public access (includes partial $200-300,000
renewals)

Build permanent hull supports $150-200,000
Develop Interpretation $100-200,000

FY 31

Total

Projects from FY 87 on may take until the mid-nineties or
later to accomplish unless funding improves, by which time
the planning outlined in this report may be invalid.

By FY 91 another assessment should be made of preservation
success to date. A revision of the present plan can then
be made in light of the level of success achieved, and the
needs of the rest of the historic fleet at that time.

138




G.

1.

INTERPRETATION

Virtue in Necessity

WAPAMA can and should be interpreted at every stage of her
stabilization and restoration. To whatever degree she can
safely be presented to the public, that presentation should
be provocative, informative, and respectful of the artifact.

While on exhibit at Hyde St. Pier during the 1960s and 1970s,
WAPAMA was very effectively interpreted. Crew and passenger
spaces were restored and dressed; informative captions were
available, some illustrated; a self-guided audio tour was in
place, using dramatized narrative from interviews with steam
schoonermen and passengers. This material forms a basis for
future interpretation.

Afloat at the pier, WAPAMA was encountered in her natural
element, as though ready to return north for another cargo of
lumber. Visitors boarded her as they would a ship, via a
gangway to the main deck, and felt her move in the swell
coming through the Golden Gate. This experience of the ship
may never be available again.

The interpretive advantages of presenting an historic ship in
almost original condition, afloat on the water, are

evident (although the true context and design imperatives of
an oceangoing ship can probably only be fully appreciated on
the open ocean). There are important virtues, however, in the
necessity of interpreting WAPAMA in her present situation.

WAPAMA is one of the largest wooden structures in existence.
Hauled out on her barge, the full magnitude of the artifact is
impressed on the visitor far more vividly than is otherwise
possible. Supported and protected, her structure can be shown
and appreciated in new ways. WAPAMA will be presented as the
product of a process which began with her building (under a
shed roof similar to the one proposed in this Report). She
has followed the inevitable path of a large wooden vessel
years of hard work and exposure to the elements have left
their mark. Interpretation of this process will explore the
interrelated nature of design, materials, method of
construction, operation, maintenance and inevitable
deterioration of a ship. It will be appreciated as a process
with a beginning, a middle, and, though in this case
artificially arrested, an end.

A comprehensive discussion of themes, media, philosophy and
procedures for interpretation of the NPS. fleet of historic
ships may be found in the "Interpretive Prospectus, 1986"
produced under the direction of the Harpers Ferry Center,
Division of Interpretive Planning. The following are aspects
of interpretation which relate directly to planning for
WAPAMA’s stabilization and preservation.

120


VIII. IMPACT OF PROPOSED TREATMENT

Historic Fabric

The recommended stabilization measures are aimed at conserving
as much original material as possible. The selected removals
of planking are small in area but considered essential to
achieve the ventilation necessary for preservation of the
whole ship. The recommended removals of loose asbestos and
crumbling piping from the engine room are safety requirements.
The increased structural supports and the cover systems will
require penetrations for attachment to the ship. For the
support systems these are unavoidable. ‘For the covers these
attachments could be minimized if the permanent shed could be
built immediately. The shed cannot be built, however, without
resolving the long term availability of Barge 214 and in any
case will have considerable lead time. The need for
protection from the weather is immediate and pressing.
Therefore the penetrations of historic fabric for the
temporary covers are considered necessary.

Determination of specific renewals need not be made until the
survivability of the whole structure has been established.

Appearance

In the short term, the stabilization measures of complete
coverage, increased shoring, and selected removals will make
the WAPAMA even more unsightly than she is now. We do not see
an alternative to this if she is to be saved.

While the stabilization measures are being implemented it is
to be hoped that simultaneous efforts will determine the long
range plan for Barge 214. This will make it possible to
proceed with design work for a permanent shed and structural
support systen.

The shed envisioned is to resemble the type of shed under which
vessels like the WAPAMA were originally built. The recommended
support system would replace bulky wooden shoring with visually
less obtrusive members of heavy wall steel pipe. The system is
similar in concept to the support system used on the Viking Ship
remains in Scandinavian museums.

The principal advantage to interpretation of having the ship
out of the water is that it gives an appreciation of the true
size and construction complexity of this wooden structure. The
disadvantage is that the ship on the barge and within a shed
will take up a significant piece of the waterfront panorama
with a nonoriginal structure that may seem out of scale.

140


IV. MEASURED DRAWINGS
Explanation of Measured Drawings

The measured drawings of the WAPAMA produced for this Report are
the result of field measurements taken on board the vessel and
Barge 214 in December of 1985. The drawings, principally
produced by Don Birkholz, Sr. of Galveston, Texas, have been
field checked against the ship and revised before completion.

A lines take-off of the ship and production of two sets of lines
were originally intended. One set would have been strictly the
existing condition, showing all the distortions of hog, twist,
loss of deadrise, sagging, racking, and bending. The other set
was intended to remove these distortions on paper and project the
lines back to best estimate of as-built.

Unfortunately, the funds available precluded this degree of
documentation. At first glance it may seem that if only partial
recording was fundable the place to start would be with the basic
hull form, and leave the details to a later date. This HSR,
however, is intended primarily for use in planning the
stabilization, preservation, and interpretation of the WAPAMA.
‘For these purposes arrangement and construction drawings were
considered more useful than an exact record of hull form.

The value of the lines is chiefly in documentation of the history
of ship design, and fortunately the lines of several other steam
schooners are in existence. But the WAPAMA represents the last
chance to record the details of construction and arrangement of
the type. If she were to be lost to fire or other causes in the
near future, the knowledge of her is best preserved in the type
of drawings produced for this HSR.

These drawings do not strictly conform to HABS-HAER standards in
that the drawings show the ship as believed to be built, rather
than in her existing condition. Dashed lines and notes identify
structures added during the vessel’s working life and subsequent
years as a museum ship, as well as equipment original to the ship
but not in place at the time of survey.

The two major structural distortions, hog and twist, were
measured and noted, and the hog indicated on the Inboard Profile
(Sheet 4) by dotted line. A diagramatic representation of these
distortions is provided in Fig. 44. The existing condition of
the vessel is described in detail in Section III of this report.

Another departure from existing condition is that the drawings
show the ship with all equipment onboard. The ship is more
readily understood with her working machinery in place rather
than disassembled on the deck of the barge. The present location
of various items of equipment is a temporary requirement of
preservation rather than a matter of historic record. Therefore
these drawings represent the WAPAMA as a whole ship.

76


D.

1.

METAL PRESERVATION
The Major Factor: Corrosion

Metal components of WAPAMA include machinery, tankage, piping,
deck gear, wire rigging, iron fastenings, and innumerable
fittings. Corrosion is the primary degrading factor for all
these items. Some galvanic action is seen where dissimilar
metals are in contact with one another (mostly iron and
bronze), though these incidents are minor.

The chief cause of metal corrosion in WAPAMA is excessive
moisture, primarily from rainwater. Unlike decay in wood, some
metal corrosion can be stopped almost immediately by use of
anti-corrosive coatings, though coatings alone will not
provide adequate long term protection. The high level of
moisture that all metal components are now subjected to will
reduce the effective life of most coating systems. The
recommended long term treatment is reduction of moisture level
through provision of weather protection, coupled with
application of anti-corrosive coatings. Routine maintenance is
a necessity for all machinery.

Recommended Treatment
a. Main Engine

Of all the machinery aboard WAPAMA, the main engine has the
most historic value and interpretive potential. It is
probably due to the fact that the engine has been
maintained in better condition than the other machinery.
Only light surface rust is seen on the exposed metal
surfaces, and the engine appears to rotate freely.
Treatment should include frequent wipe down of exposed
metal parts with oil, greasing of bearing surfaces, and
periodic rotation of the engine. The electric jacking gear
should be inspected and tested by an electrician. After the
engine is known to rotate freely, the electric jacking gear
could be used for display and maintenance.

b. Auxiliary Machinery

Auxiliary machinery is located in the engine room. Items
include pumps, dynamos, electric motors, filter/heater, and
evaporator. This equipment suffers from rainwater seepage
and lack of maintenance. Stopping seepage is considered
most important. If this cannot be achieved immediately,
temporary covers should be placed over all equipment to
keep water off. WAPAMA’s machinery will never again receive
the care it did when the vessel was operational. It should
nevertheless be maintained on a regular basis. This
includes painting and lubrication. Assignment of a part
time "engineer" is recommended for required maintenance.

94


(Electrical System cont.)

Conclusions

Portions of the shore power system may-be unsafe to operate
at this time. The entire system should be inspected by
qualified marine electricians, and all deficiencies
documented. This system will require some repairs and
upgrades in order to be safe and useful for work or
visitation aboard the vessel.

“69


but these more modern devices could ce installed without

detracting from the appearance of the origional vessel.

Authenticity should and would be adhered to rexyarding
details of size, shape and fitting of wood members as well
as types and methods of fastening using locust trunnels and
metal fasteners, It is expected that needed materials will
have to be manufactured in most cases and in affect,with the
exception of a very few people, the_shipwright's trade will
have to be revitalized. These problems should only increase
the desire to create something new while using time proven

.methods and materials to carry on the traditions and inter-

ests of this nation's maritime history.

A building site would be needed that would afford acc-
ess to water for an end-on launching, side launching or a
graving dock. A large enough area would be needed for mach-
ing metal parts, a wood working mill, small shops for pipe-
fitters, electricians, painters, tools, caulkers, joiners,
an office and room for a mobile truck crane to serve both
sides of the vessel. It is doubtful if a building shed is
needed if the vessel were to be built in this area. Large
wooden vessels built in this area were seldom constructed in
shops or enclosed areas. There is addefinite advantage in
building in the open where the vessel will spend her life.
Lumber has-a better chamea tn season. and adapt to climatic
conditions: when built in the open, The building site would

fo
also have”be large enough to permit the storage of lumber.

BOF S




The holding power of fastenings is also greatly affected by
the condition of the surrounding wood. Again, this cannot
be determined with removal of fastenings or cutting away
the surrounding timber.

c. Rate of deterioration is uncertain

Ongoing deterioration can render strength assessments
invalid in a relatively short period of time. The rate of
deterioration, particularly fungal decay, can vary
considerably depending on factors including weather,
temperature, and level of maintenance.

Conclusions

An estimation of structural strength is felt to be adequate
for the presently planned usage of WAPAMA, particularly if
coupled with the philosophy: "when in doubt, renew or add
support". The decision on which option to take will depend on
relative cost, interpretation goals, and the historical value
of the fabric in question.

It should be noted that structural loading discussed here is
not that for which the vessel was designed. The stresses
imposed on the vessel while in service, or merely afloat, are
much greater than those now experienced. Now, the structure
has only to support itself and the gear remaining onboard. The
loads imposed by public access are far less than design loads.
The structure is, therefore, extremely overbuilt for the
present usage.

In the event that new and greater loads are planned for the
vessel, or deterioration progresses significantly, a more
precise structural assessment should be considered. Two
methods, other than visual inspection, are now used to
determine strength in wood structural members: the load
testing method and the stress-wave method (Lanius 1982). The
load method involves introducing a load to the member in
question and measuring the deflection (Suter 1982). Stress-
wave testing measures a shock wave as it passes through the
test member. One or both of these methods could be used to
determine the strength of selected load-bearing members.

75


Long Term Preservation

All of the recommendations in the Proposed Treatment are
intended to secure long term preservation of the vessel.
Stabilization is a prerequisite for any of the options
discussed. Haste has been recommended in all tasks that

arrest deterioration, and caution has been urged in all options
that will result in major alterations to the historic fabric
of the vessel.

We do not know if in the long run the ship will not require
major renewals in any case; in the long run rebuilding her
thoroughly and maintaining her afloat may be a better
alternative than maintaining a wreck, a shed, and a barge with
difficult berthing requirements. The recommended treatment in
no way precludes this possibility.

We do know that rebuilding the ship at this time is beyond the
resources currently available. Furthermore, we believe that

the problems encountered in preserving the WAPAMA are common to
the fleet of historic ships and that finite resources should

not be concentrated on one project if doing so may jeopardize the
survival of other ships.

141


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PREPARED TITLE OF SHEET ORAWING NO

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PROFILE VIEW ‘exe | SHEET

CHECKED 557|[(2]

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WAPAMA
@ Gm _AVAILABLE

| STABILITY CHECK

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WAPAMA L.S.
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~ DESIGN CALCULATION SHEEl
David J.Seymour, Ltqsuj.c nen Sass
Job No: 20 Date: 4 :
Naval Architects - Marine Consultants ° = “ane

By: Ds. Check:
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whit would be a great aid for duplication. This of course,
ass 2s that construction of a new vessel would be started

be

My

ore the 3 3 WAPAILA cecomes so wasted that sne no longer

is available for salvage of parts or serves as a model.

A&A new vessel would have the advantage of being noved on
her own bottom to different viewing sites if need be and the
added burden of maintaining the barge upon which WAPaiia now
rests is eliminated. With the use of wood preservatives in
the course of the newly constructed vessel and proper and
adequate maintenance the life expectancy of the vessel should

.be 100 years plus.

Aside from using preservatives in buildinga new vessel a
few concessions to modernity might have to be used to work
around the oroblem of not being able to locate all of the
large sized timbers which were available at the time of the
building of WAPAMA. These large structural members would
have to be built up by laminating smaller pieces to gain the
needed sizes. With good modern glues there would be no loss
of strength and in all probability there would be a gain in
strength. Hanging and lodging knees as used in WAPAMA might
be a thing of the past and would also need to be fabricated
of smaller pieces. But the size and shapes wouid be main-

tained.

A. diesel generator would be needed for fire fighting

pumps and bilge pumps as well as ship's service lighting

2o0F S


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MIDSHIP SECTION

FRAME 37, PORT LOOKING AFT

GENERAL NO

1, DEADWISE AND SHA
FROM ORIGINAL ~
(i916). THE PREse
OF TOPSIDES IN“T
EXACT DETEGMINA
SECTION.

2. DECK BEAMS HAVE
in TOP FACE FROM
SPACING VARIES |
Wold AgEA.

3. FRAME SPACING OF
ACCURATELY ALONG

A.SCANTLINGS : MAIN
‘Ay AMD Ye" 1M DIME
LESS THAN SIZES
DRAWING OF “WAH

5. NOMENCLATURE ©
USAGE OF PEGIOD
CIRCULAR GRAIN Hi
CROSS-SECTION &

6. MULL RaRTicULARS :
BEAM - MOULDED
TO OUTSIDE
To OUTSIDE
DEPTH - MINIMUM
BL. To Tor
DEPTH OF HOLD- FR
KEELSONS TO TOP C
AT MIDDOWST
IRINA =
MAXIMUM
WATCH-FQAMED OPE
PRESENT AD,S. Plime

SCALE OF FEET

PREPARED

CHECKED

TITLE OF SHEET

Steam Schooner WA
MIDSHIP SEC’

Historic Structure |



(Engine Room - Condition cont.)

The keelson, rider keelsons, and assistant keelsons could
not be viewed in some areas. Generally these members are in
fair condition in way of the engine, and in poor condition
under the boilers. The first rider keelson is badly
deteriorated where it ends at frame 54, between the boilers.
The keelson is soft and limnoria damage can be seen at frames
69 to 71, aft of the engine. The two longitudinal boiler
bearer timbers under each boiler are severely rotten and
collapsing. The engine foundation timbers are in good
condition. The machinery flat (platform) on the starboard
side is in fair condition.

Extensive and ongoing rot is seen in the main deck structure
in way of the engine room. Of the fifteen main deck beams in
this compartment, twelve are severely rotten at the port and
starboard outboard ends, and variously along the inboard
lengths. All full deck beams and half-beams in way of the
engine and boiler "hatches" are moderately to severely rotten
at the carlings. The carlings are also in generally poor
condition due to rot, and all adjacent lodging knees have
been affected. The beam at the forward bulkhead, and the
aftermost two beams show only moderate rot. Previous attempts
have been made to reinforce weakened deck beams. The beams at
frames 60 and 69 have been sistered with steel plates, and
shoring has been installed inboard and in way of the fuel
tank. Additional measures will be necessary as decay
progresses.

Eleven out of the fourteen hanging knees on the starboard
side, from frames 49 to 67, show rotten areas, mostly on the
outboard edges. Seven knees on the port side are in this
condition. These are between frames 53 and 62, and at frame
69. Knees have been sistered with steel plates at frames 60
and 62 on the port side and at frame 65 starboard. Several of
the massive stanchions .upporting the main deck are hollow
sounding, mostly at the main deck level. The port and
starboard stanchions at the forward end of the engine hatch,
at frame 62, are rotten or hollow sounding at the main deck.
Similarly, the port, starboard and centerline stanchions at
the forward end of the boiler hatch, at frame 53, are hollow
and rotten at main deck. A shore timber inboard of the port
fuel tank, at frame 5”. is rotten.

All machinery, tankage and piping in the engine room is
suffering ongoing corrosion and is in need of preservation
(see section Machinery and Tankage). Much of the piping is
severely corroded and collapsing, creating a safety hazard in
many areas. Asbestos insulation is seen throughout the engine
room. Some of this is disintegrating and dispersing.

43


(Cabin Deck - Condition cont.)

The cabin deck planking aft of the poop bulkhead is only
marginally sound, though no areas were seen to be seriously
weakened. Numerous rotten deck planks were noted,
particularly outboard on the port side. The entire exterior
cabin deck is open at the seams and leaking rainwater into
the vessel interior.

The port and starboard decking, forward of the poop bulkhead,
is dished in way of the fidley, due to the weight of the
stack and rotten interior structure. The starboard side
decking is badly opened up, with much of the pitch and
caulking gone. At the forward end of the deck, a section of
the port longitudinal deck stringer is rotten at the forward
corner post. Areas of rotten decking were found under the
port cargo winch and at the forward end of the deck.

The worst damage seen inside the cabin deck house is in the
fidley, where the half-beams in way of the stack, and the
full beam aft of the stack are severely rotten and sagging.
The cabin deck beam forward of the stack is rotten at the
port side. Other members in way of the fidley are in poor
condition due to rot. These include the deck planking and the
port and starboard stack stay stringers, cabin sills, and
deck stringers.

The social hall is in good condition and quite presentable,
though oak paneling has been removed from the tops of the
settees to the wainscotting, and the nickelodeon or piano has
been removed. The smoking room (doors #8 and #9), heads (doors
#14, #16 and #17), and cabin #12 are basically sound, but in
need of ventilation

The mate’s cabin (door #1) is basically sound, except for
seepage seen along deck beams of the overhead. The engineer’s
cabin (door #5) and cabin #13 were not accessible and could
not be inspected. .

Conclusions

The overall condition of the cabin deck is fair and the house
and interior spaces, with the exception of the fidley, are in
generally good condition. With a minimal amount of effort,
the cabin deck can be opened to the public.

The boat deck should be temporarily shored in way of the
rotten pillars on the port side, until the pillars can be
repaired. Loose davits should be secured or removed. The
severe rot seen in the fidley will require attention. This
structure is a prime candidate for rebuilding because of its
role in supporting the weight of the stack in the original
manner.

49


STABILITY CHECK |

TS CHECK STASIUTY OF BARGE ZI4

DRAFT READINGS FROM IdULL & CARGO
SURNEYOR s REPORT CATED 19 JUL 85,
ZACK REYNOLDS INFO 4 A PROFILE PING.
OF WAPAMA FROM GGNRA.
STABILITY GEITERIA USED WERE:

1, INTACT STABILITY - GM TO AMIT

ABEL FRQM WEertHeEK CRITERIA TO
. S&S Pearees.

2. USCG WEATHER Ce ITERIA
TVUSPART E 170,160
DAMAGED STAGILITY
FIOSUING - MARGIN LUNE -— HESL

LIMIT 5 DEGZERS.

RESULTS OF ZEALCULATIONS

~ 4e cre

3.

INDICATE
BARGE U4 SVPFPORTING WAPAMA
COMPLIES WITH AGOVE CRiToeRIA. EX
MARGIN OF STABILITY OF BARGE 214
Mone TRAN ADEQUATE

FoR GRROK IN ESTIMATE OF UGG Fok
LIGHTS WeIGtT OF WAPAMA.

Not N&oessArmy AT Ths TIMES SUT
RECOMMENDED WHEN FINAL CONFIGURATION
OF WARRAMA RESTORATION ESTASLISHED 1S
AN INCLINING, TEST & COMPUTER
sTASIITY cALCS,

SUPPORTING STEAM scHoonse WAPAMA.
DATA USED For VESSEL & BARGES WERE

ONE COMeT.

THESE CALCULATONS HAVE BEEN! AZEPAGGD)

PRINTS ISSUED

FILE

TOTAL

Naval Architects - Marine Consultants

David J. Seymour, Ltd.

San Francisco CA.
Designed for
GGNRA_
SCALE: cr aaeLW Fros x1 Wolo | MAR 5a

orawn ay, 7S FILE NO: ZO45
CHECKED BY: — wevey; Wo

STEAM SCHOONER,

W/LAPIAC IA

STABILITY CHECK

owen, 2ZO41 -2 ALT. >

|


ACKNOWLEDGEMENTS

The search for solutions to WAPAMA’s dilemma has required the
involvement of many individuals from various backgrounds. Their
interest and willingness to assist reaffirms the importance of
this worthy vessel, and represents a true resource working for
her survival.

Wood Sciences: From the Forest Products Lab at Richmond, CA.:
Dr. Wayne Wilcox (who has spread the word of WAPAMA in lectures
from coast to coast), and Dr. Bill Dost for their invaluable
assistance in the field of wood decay. Mr. Jeffery J. Morrell
from Oregon State University, and Mr. Guy G. Helsing from the
National Wood Treating Co. for their advice on the use of
fumigants and other wood treatments. From U.S.BORAX: Mr. John
Yannacakis, Mr. Bronson Schafer, and Dr. Robert Bianchini for
their continued interest in solving WAPAMA’s rot problem. Mr.
Alex Barbour of Parks Canada, and Dr. David W. Grattan of
Conservation Processes Research, Ottawa, Ontario for their advice
on wood structures preservation. From the U.S. Forest Products
Lab at Madison, WI.: Dr. William Fiest for his extensive
information on wood coatings.

Ship Construction and Support: Shipwrights Mr. Jack Ehrhorn and
‘Mr. William Elliott for advice and estimates on repair and
rebuilding. Naval architects Mr. David J. Seymour, for his ideas
on support and weather protection for the vessel, and Mr. Zachary
Reynolds for sharing his reports, drawings and ideas.

Patience and Guidance: Mrs. Glennie Wall, Unit Manager, Maritime
Unit, Golden Gate National Recreation Area, National Park Service,
and Mr. H. Thomas McGrath, Assistant Unit Manager, Maritime Unit,
GGNRA, NPS, for their continued support and assistance.

Moral Support: Jessie Brady for her unflagging enthusiasm for "
old steam schooner".

an

xii.


F.

LOCATION

Finding a permanent berth for the WAPAMA/barge combination is
more a political than a technical problem. The requirements
of barge modifications and mooring arrangements are
straightforward in their solutions. Persuading the owners or
managers of a given site, and the surrounding community, that
the WAPAMA should be permitted there may be another matter.
For this reason the only sites that have been seriously
considered in this report are areas that are already
government controlled.

1. The Bay Model Site

Early in 1986 agreement was reached between NPS and the U.S.
Army Corps of Engineers to berth WAPAMA, aboard Barge 214, at
one of the piers adjoining the Corps’ Bay Model Visitor
Center in Sausalito. She was shifted to this site in

August, 1986. This is an excellent solution to the

previously vexing problem of public visibility, and offers
benefits to both governmental agencies, and to the public.

Some of the factors which recommend the Bay Model as a site

for WAPAMA are:

a. It provides a relatively protected berth, sheltered from
prevailing westerly winds. Although there is some
exposure to northerly storms, this berth is considered
superior to her former Hyde Street Pier location.

b. The pier is sound and will not require-modification for
berthing of the WAPAMA/Barge. An anchor system to hold
the barge off of the pier has been installed by NPS.

c. The site has an established visitors center, including
restrooms, parking facilities, and some indoor and
outdoor exhibit areas. The ship can be interpreted from
the pier initially. In the long run, if visitor access
can be achieved, the pier provides an easy approach to
the barge.

d. While tool storage and machinery installation are to be
restricted to the vessel and barge, this site will
provide the opportunity to continue work on the WAPAMA
without the high lay-charges (rental of pier space,
etc.) which have been a drain on her budget for over six
years. It will also allow a wide range of contractors
to bid on preservation work. This was not the case while
WAPAMA was at the Pacific Drydock shipyard site. Pier
access is available for deliveries as needed.

e. Security for the site as a whole is provided by the
Corps of Engineers, but additional security against
theft, vandalism and fire aboard WAPAMA and her barge
will be provided by the NPS. Water and electrical
service are being installed by the NPS.

114


77




Fig. 13. Deteriorated bulwark stanchions. Most severe rot is
seen at the waterway timber, where moisture remains trapped.
--Photo, TCM

28


BOW DEFLECTION 4%°

= 2” DECK BEAM DEFLECTION

CROSS-SECTION IN
MIDSHIP HALF-LENGTH_

VIEW OF STEM
LOOKING AFT

INCHES [24 times horizontal scale)
30

20 Se seater aif
mame 2
peas!

al pu al all
=o =|
10 ee a * a
iA a 1985 tonbaye 214) **
H an
of Ws
FRAME fof pofrtpirrrpirefoipinifinsificoet
80 70 60 50 40 30

DIAGRAM OF RECORDED UPSET IN KEEL (HOG)

EXISTING HULL DISTORTIONS (1985) TCM-| WAPAMA H.S.R.

1986

44.

Fig. 45. View of bottom, stbd. side looking fwd, 1985. --TCM



(General description, cont.)
The pilot house is on two levels, a lower forward one for the
helmsman and an elevated chart room for use of the master or
mate on watch. This upper level has doors opening onto
narrow bridge wings. The bridge wings cantilevered out over
the main deck and were hinged to swing up clear of the deck
cargo below for loading and unloading.

Aft of the wheelhouse is the stack and steel stack casing,
with cowl ventilators for the engine room. Aft of this is a
house containing the captain’s cabin and ten additional
cabins which accommodated three passengers each. On the sides
of the boat deck are chocks and radial davits for four
lifeboats. Except in way of the boats, the deck is enclosed
by iron pipe handrails and stanchions.

The roof of the boat deck house, enclosed by another level
of handrail, was used as a sun deck by passengers. A ladder
_at the aft end of the boat deck house originally provided
access to the house top, but is no longer in place.

The galley stack and a cowl ventilator come through this deck
house. Formerly there were combination lifejacket boxes and
seats, and a standard compass (now in Museum storage) mounted
on top of the house. The deckhouse roofs, boat deck, and
cabin deck are canvas covered.

Below the maindeck, the forepeak has one large breast hook
and the steel collision bulkhead is sloped forward at the
lower end to clear the second pointer. Aft of the collision
bulkhead is a wooden chain locker, divided port and
starboard. Aft of the chain locker is a framework supporting
a thwartship cylindrical water tank which is not original
equipment for the lumber trade but must have been installed
during her days in the Alaskan trade. Aft of the tank is a
*tweendeck constructed of wood planking on composite steel
angle and wood beams and secured to the ceiling by steel
brackets. The ’tweendeck was a modification for passenger and
general cargo service during her years as TONGASS. This deck
formerly extended to the aft end of the the main hatch but,
at some period, was cut back to the forward end of the main
hatch.

Aft of the 'tweendeck the hold is open for its full depth.
Along centerline the rider keelsons project well above the
sister keelsons. Outboard of the flat tops of the sister
keelsons the ceiling rises to turn into the sides where
hanging knees connect the clamp to the deck beams. There is
also a row of centerline wood stanchions. The steel engine
room bulkhead, just aft of midships, has been largely
scrapped. There were originally four riveted steel fuel oil
tanks. The two tanks forward of the boilers have been removed
and scrapped. The remaining two tanks are located outboard,
to port and starboard of the boilers, and are built to fit
the curve of the bilge.

11


fas

MAIN HATCH COAMING

“TWEEN DECK .

bh——ca. 8°

PROPOSED HOLD AND MAINDECK ACCESS TCM. WAPAMA HLS.R.|56.

DECK OF BARGE 2

LONGITUDINAL DECK GIRDER
\

\ L Max DECK _
Nal N SI

oy
—

PROPOSED HOLD AND MAINDECK ACCESS TCM. WAPAMA H.LS.R. | 57.



Bay Area, a level which is below the threshold for most
decay fungi growth.

The drying method is considered the best long term
solution to the fungal decay problem. In WAPAMA’s case,
this will not be easy to achieve. In the first place,
many of the weather surfaces; topsides and decks, are so
deteriorated that they cannot be made weatherproof while
still retaining their original fabric and appearance.
Secondly, some surfaces within the hull, such as frame
spaces between planking and ceiling, are totally
enclosed and receive no ventilation at all. These areas
will need to be exposed through selective removals in
order to achieve drying. Thirdly, the unprotected vessel
has been thoroughly saturated with rainwater for several
years. Most of the larger timbers (ceiling, frames,
keelsons) show extremely high moisture content (see
Appendix C, Results of Moisture Readings) and will take
years to dry to an acceptable level. In the mean time,
decay will continue, with resultant loss of fabric. A
rot treatment program will be necessary in order to
reduce fungal decay during this interim period. Options
for rot treatment are covered under the heading Chemical
Treatment in this section. The following measures can be
taken to begin the drying process.

(1). Keeping Rain out of Structure

Weather covers, such as those recently placed over
the main and forecastle head decks, are a
reasonable interim.solution. These covers have
helped to begin the drying process, though to be
effective, they will need to be extended to cover
all weather surfaces, including topside planking
(weather protection options are discussed in

item C, Weather Protection). Another option is
renewal of deteriorated structure in order to
achieve weather tight surfaces on the vessel
itself (see item D.6., Structural Renewals).

(2). Improving Ventilation

After securing the structure from the weather, the
drying process will begin. In order to maintain a
low moisture level in the vessel interior, and
therefore speed up the drying process, ventilation
should be improved. This can be accomplished by
passive or active means.

Passive Ventilation: Ventilation can be improved
immediately by opening all hatches, doors, ports,
windows, and ventilators in areas protected from
the weather. The totally enclosed spaces between
the frames will need venting. This can be achieved
by drilling holes or removing sections of planking

87




(Hold, cont.)

pockets were seen in several knees, and the knee at frame 26
on the port side, is in poor condition due to rot. All other
knees retain adequate strength to remain in place and support
the minimal loads imposed by present usage.

The hold stanchions, which support the deck beams on
centerline, were found to be in good condition with the
exception of the one at the forward end of the hatch, which
is badly worn due to years of cargo loading and off loading.
The stanchion at the aft end of the hatch has previously been
renewed.

The ’tween deck is in marginal condition. The steel angle
deck beams are wasted from 20% to 50% and the steel brackets
and bolts attaching beams to hull are badly wasted. The wood
deck beam at the aft end of the ’tween deck is severely
rotten and weakened. The two steel pillars supporting this
beam are wasted away at the bottoms and are no longer
effective. The ’tween deck planking is rotten across the aft
end of the deck, and is collapsing in some areas and
considered dangerous. Numerous small rot pockets were seen
elsewhere in the deck, though none constitute a safety
hazard. Wood deck beams, other than the aftermost beam, are
in fair condition.

The chain locker and water tank platform, at the forward end
of the hold, are in good condition.

The access ladders in way of the hatch, though adequate for
the present limited usage, are not considered suitable for
heavy use.

Conclusions

The hold remains relatively intact and original, yet much
deterioration is seen. Almost all rot in this area can be
attributed to the leaking main deck. The rotten main deck
structure overhead presents a structural problem which will
have to be corrected by shoring or renewals. All structure in
the hold should receive wood preservative treatment. The
addition of passive and forced air ventilation will also help
prevent further decay. Ventilation can be facilitated by
removal of certain ceiling strakes, and by drilling of vent
holes.

39


VI. FACTORS AFFECTING PRESERVATION

A. WOOD PRESERVATION
l. Factors Affecting Wood Structure

WAPAMA is a wood structure held together with iron
fastenings and trunnels ("tree nails" or wood dowels).
Portions of the structure (sternpost, rudder post, chafing
planks) are of hardwood, primarily ironbark, the trunnels
are locust, and some interior joinery is oak or mahogany.
The remainder of the structure, over 95%, is douglas fir.
WAPAMA’s preservation will therefore depend largely on the
successful stabilization of this type of wood. All of the
deterioration seen in WAPAMA’s wood structure can be
attributed to the following factors.

a. "Dry" or brown rot fungus decay (Basidiomycetes).

Cause: fresh water saturation to above 25 %
moisture content.
Effect: weakening of wood with eventual

disintegration.

Area Affected: throughout vessel, 80-90 * of structure
affected

Status: very active, progressing

Ec A

3
wo.t261ME ae lcm jureiw 2gakr,
2

1
ae atta 3510, 610 -7)0, B10 9/0, con 2/0, 3}0 410 5]0, 6/0 7/0, BIO, 9/0 65 40 2 20 30 30 5
ul Sen se et se

a

cm MADE

Fig. 46. Typical occurrence of brown rot decay. Sample
section from covering board, port side of main deck. TCM

84


PIPE CONNECTIONS.

Fr
ELEVATION OF RADIATOR
IN STATEROOMS

SLIDING DOOR, P/s>

zsme

FLAG Locker
a. oven Ws te

J
goeceh

nes.

LIFEBOAT A) NE?

BOAT CHOCKS
Cre)

covento

OPeinG—>

_-DROP winDow ma
Stneas Fiveo

TARFRAML

Los peacker—

Fomwee tame

ol

3-graTHs
a

SivLicwT

wed

Esane warcrulsi\’ ||
ee
rag stared

, +
seearey/ | seeensd

‘3-Be2THs 70

eras
eo
ronwen noure f

EXTENSION.
SEE NOTE NSS

EPASSENGERS W'S

Hsao0 wei

PAS. |i

NINDows oe
Canvas,

~—+—+

DECKS

ELEVATION OF N2 3 & N° 4 BOAT

“- L
wssze crore Na soy! B
weer ¢ TMEOES ER) \ Boe yy T
Siz. ? \ covering BOARD:
‘i eee PA. couese
. A Pipe Rai
= j J = ——| BRIOGE wind, m8)
-couese 7 ~ ‘ ~ o morenes) A
Etares f ES Fy i YN i
paviTs: i |
| | 4
F i i oP i
LIFEBOAT Ne “y
HIEEROAT NES LIFEBOAT NSt Ne set
ANVAS O88 I
SOE Fe
BOAT DECK PLAN
r— Doosan ea i | SMOKE STACK STAYS.
PROFILE OF-BOAT im 4
DECK HOUSE TOP |
I
“woo> DEG i) FORMER LOCATION IV DIA. VENTILATOR i
Wa me reekton—2_ |b | OF STANDARD COMPASS > £ ve
COVERING BOARD i t in ‘ in
P # PZT 3

TEG DECK 7

¢ FORMER LOCATION OF

—t pe

BENCHES FOR PASSENGERS

qo-77-----

Sez, exuaust I

nistorcFwo. 4
Evrenroreaicy !

VENT (RECENT)

ee

Former)
STRUCTURE.

Cas men sncie
aBuast ote ka

Nine oF mouse
OLS Seow

Neovezne BOARD

15" DIA. ENGINE BOOM
VENTILATOR WITH
T22NING GEAR, P/3

PLAN OF BOAT DECK HOUSE & PILOT HOUSE TOPS

“CANVAS ON
Va" Tye DECK

GENERAL NO’

LNUMBEGS NOTED Ay
DOOR NUMBER LAS
ZCABING NHL AND N@IZ
3-HIGH BERTHS AQE —
REMAINING ON THE BX
WASH DASIN AND SMA
HISTORIC. THERE 1S a
ABOVE THE BASIN. AN
PHOTO OF THESE TAB
WATER TANK ABOVE ——
CURTAIN ON A OD FS
B.FIRST CLASS PASSENG

A STEERING WH. z
PORT AND STSD. Seu
WHEEL SHAFT, AS So
WHEEL AGE REQUIZED.
S180. RUDDERS. 7

5.FROM INTERVIEW BY:
EXTENSION AFT. S73>
CADDED CIRCA 19.3C;-

SDUCKBOADDS IN ZEMS
PROBABLY A GECENT A
Canvas ON S/o" ~

7.LIREBOATS: BOAT FAL:
WITH HAULING PAG’
BOATS NeIgNEZ ATE

AQVEL PLANKED,
Boat nes -4
PLANKED HULLS WITH
ALL BOATS HAVE 12°26
THE SIDE BENCHES as
TANKS UNDER THE BOF

B.FRAME CENTEGS AZE
WITH OTHER DRAW
THEO THAN MULL FS
THESE CENTERS,

9. BRIDGE WINGS AGE +s
Lon

2232 73 2
E10 HE

‘SCALE OF FEET

TITLE OF SHEET
Steam Schooner WA
PLAN OF BOAT
AND HOUSE T

Historic Structure R



13Y2"s12" DEEP
BEAM, NOTE EZ

Wa" x UDEEP.
BEAM, NOTE WeZ-

[L_tie"n1o%e Deer Deck BEAMS

FASHION 4
SEE NOTE NS

PIECE

ls ona

Bn G OEEP
wnte—z | SAT paeTNeRs
sie |
\Ales i2"DEEP 1
eae |
FRAME HEADS
a0 eT.
HULL PLANKING
(DIA. WINCH a Ta THK. THWART SHIP
ANCHOR BOLT: q PLANKING UNOER DECK
1
wast’ Life | Laue :
FRAME SPACING) Wee; 1
aye) : (2) eel
Le ||
{
Fe as {oid
aa 1
ws yr
STANCHIONS UNDERIATTYTM | 1
deta) TA | 1 nee &
N v XK XQ OUTER STEM
) Ducat ooo sPuaLiNG glass 8i7t
seat paRTNtes buses ween BATE Nees

FORECASTLE DECK FRAMING PLAN

GENERAL NOTES

|, PHOTOS OF WAPAMA INDICATE THEQE WERE NO.
PIPE OR CHAIN RAILS ON FORECASTLE DECK THROUGH
| 1937. NO ACCESS LADDERS APPEAR ON WAPAMA’ OR
l — OTHER STEAM SCHOONER PHOTOS.

2.DECK BEAMS NOTED AS SIDED 11/2" VARY FROM 1:7/e"
r To W134", DEDTH NOTED (MOULDED) 1S THATAT @.
Wy " BEAMS HAVE 12/4” TO 2" CAMBER CUT IN TOP SURFACE

i_e—
HAWSE PIPED

-
6

_VINGH OPERATING

| Levers ———7-F | peake Lever, 9/5:

|

2-course

 Bipe Ratt \\ capbram STEAM winolass
ty EMAL RD. —T | L-puixnean
yo STEAM WINGHSET bpupcne

") ai'wicncoamng-oif| FoRNeIeee | |

8 ellen 1S ASHE DITT, 77

OUD
CHAINPLATES, /S,

PAAIN RAIL CAP WATERWAY 0 70 eo so “0 Ed 20 hid Q
4 ° 4 8 12
FORECASTLE DECK PLAN SCALE OF FEET
PREPARED TITLE OF SHEET TORAWING NO.
Steam Schooner WAPAMA = 641/80 ,048
ORAWR- PCIe
PLAN OF FO’C’SLE DECK | pre. | SHEET
TEED s87|[9]
are Historic Structure Report lor 13.



vi.

Evaluation of Treatment Alternatives;

Three Basic Alternatives ............: cece eee eee eceee 78
A. Restoration as a Floating Museum Ship ............. 78
1. The 1984 Restoration Plan ....,,....--.+eeeeeeee 79

2. A Total Rebuild ...,,....... cece eee cece eee eens 80

B. Stabilization, No Public AcceSS .........e0ce2e eee 82
C. Preservation with Interpretation ...........0..5005 82
Factors Affecting Preservation .............00eeeeeeee 84
A. Wood Preservation ...... bee cece weenie see eeee seen. 84
l. Factors Affecting Wood Structure ............... 84

2. Nature and Cause of Fungus Decay..... cere erence 85

3. Rot Treatment Options......... cc cece ence cece .. 86

a. Renewal of Decayed Structure............0000. 86

b. Reducing Moisture Content......... eee ee eens 86

c. Chemical Treatment........ sce eee wees sees. 88

4. Other Wood Preservation Concerns..... tee ee eee -. 91

5. Coatings... . cece ce ec eee eee ee ee eee er eee terete eee 92

6. Recommended Wood Preservation Treatment......... 93

B. Metal Preservation.................- eee eee ween eee - 94
1. The Major Factor: Corrosion.........eeeeeeeeceee 94

2. Recommended Treatment............ cece eee eee eens 94

a. Main Engine....... emcee eee twee w seer nsene 94

b. Auxiliary Machinery... .... ccc cece ccneccccccee 94

c. Boilers and Stack......... cee eee eee e cree eens 95

d. Tankage.... cc ccc cece eee eee eee eee eee e eee 95

e. Piping.............6. eee wees ras 95

f. Deck Gear........-.+.05. wee eee ene eeee 95

iii.


Fig. 42. WAPAMA on Barge 214 in 1980. This photo gives a
good idea of the area of underwater hull relative to exposed
decks and topsides. The badly weathered and rotten topside
planking is visible, but the deckhouses still appear in fair
condition. The masts and booms have not yet been removed and
the slack in the spring stay may be indicative of the degree
of hog that settled out when she was drydocked. --Photo, NMMSF

Fig. 43. Rotten trunnel, taken from topsides, port, frame 36,

strake 19. Section was in way of plank. --Photo, TCM
UU MU wo 0 0 ee Do oo oO
end al cE al a _ Py . al 4 ml a
“~y erg NO. 1261ME 1 adler uexin again
0 2/0 ,3)0 410 S\0 GIO, 7/0 B10 SO. 10010 2 C) 255 yo Zo 3

71


III. Description of Existing Condition:

A.

Steam Schooner WAPAMA on Barge 214
Summary of Existing Condition

The WAPAMA is presently in a state of advanced deterioration
and attendant dilapidation for which there is no easy or quick
cure. Rampant fungal decay is by far the the most significant
cause of this deterioration. Severe structural weakening of
the steam schooner necessitated her removal from the water in
1980. In the absence of ongoing maintenance, fungal decay has
gone virtually unchecked since that time. At present, decay
fungi permeate more than 80 percent of the Douglas fir
structure. Recent efforts have resulted in some progress in
slowing deterioration of the ship’s structure, primarily
through addition of supports and weather covers. Preserving
the remaining historic fabric will require a much greater
effort. The observed physical condition of WAPAMA leads to the
following conclusions:

1. WAPAMA should not be refloated without a complete rebuild.

Due to extensive deterioration, a partial rebuild would not be
durable or cost-effective. A proper rebuild would essentially
involve the building of a replica hull and salvaging the
original machinery and portions of the superstructures. This
can only be accomplished at great expense.

2. WAPAMA is effectively “married” to Barge 214.

Moving the structurally weakened WAPAMA off the barge, either
by skidding her off or temporarily refloating her, can only be
accomplished at considerable effort and some level of risk.

3. WAPAMA is not presently suitable for public access.
Difficulties with access, and dangers due to weakened and
collapsing structure prevent the public from viewing much of
WAPAMA’s interior spaces. In addition, visible deterioration

will make a positive interpretation effort difficult.

4. A comprehensive program will be needed for long tern
preservation and interpretation of WAPAMA.

Essential elements of this program are: rot treatment, weather
protection, structure support system, and partial renewal of
severely deteriorated structure.
B. Survey Background and Procedures
1. Previous Surveys and Studies

The general physical condition of the WAPAMA has been

assessed and monitored at periodic intervals since the
acquisition of the vessel by the State Maritime Historical

16


a. Maintenance of Barge 214

The following actions will need to be taken in order to
prevent further deterioration of Barge 214 and to insure
its suitability as a long term support and restoration
platform for WAPAMA.

). Drydock the barge and inspect the bottom.

). Sandblast wetted surface (bottom and sides) of
barge; apply 2 coats of epoxy for a total thickness
of 12-16 mils.

(3). Sandblast deck and topsides; apply 1-2 coats of

anti-corrosive paint.

(4). Remove loose scale from the interior of the barge
and coat with EUREKA FLUID FILM or equivalent rust
inhibitor.

(5). Repair shell plating as necessary to insure

watertight integrity.

qd
(2

b. Modifications to Barge 214

Public access and interpretation may necessitate the
following modifications:

(1). Removal of all weldments on barge deck which may be
tripping hazards.

(2). Installation of safety handrails around perimeter
of barge deck.

(3). Increase deck area as base for permanent shed.

(a). Deck Extensions

It is technically feasible to increase the
length and beam of the deck area by building
side decks cantilevered out from the sides and
ends of the barge. The barge has considerable
reserve stability and can support such a

structure. The cost of steel deck extensions
has been estimated in the range of $200,000 to
$250,000.

(b). Barge Hull Extensions

A superior but more expensive method of
increasing the deck area would be to build
extensions onto the barge hull. The primary
advantage of such construction would be to
increase the stability of the barge against
wind heeling forces on the shed and the ship.
The reserve buoyancy in case of damage would

be increased as well. The cost of increasing
the beam by 20’ is estimated at around $400,000.


appearance. Yet original appearance and original condition are
vastly different.

The average working life for commercial wooden vessels was
seldom over thirty years. When the WAPAMA was laid up in 1947
she was an old vessel that was probably already suffering from
advanced rot. She would have required extensive rebuilding to
remain in service. In the decade that followed she received
no maintenance and decay advanced very rapidly, leading to the
need for major restoration work when she became a museum ship.

Unfortunately, the scope of work done in the initial
restoration was determined by the funds available rather than
the extent of the ship’s needs. The complete restoration of a
wooden vessel of WAPAMA’s size was beyond the resources of the
California Maritime State Historic Park, nor was it undertaken
by the National Park Service in its turn. For the entire time
that the WAPAMA was a museum ship her custodians lacked the
resources to maintain, let alone rebuild, the ship. After
deterioration has advanced far enough a ship becomes
unmaintainable and ordinary cyclical maintenance and routine
shipkeeping procedures have little effect on slowing the

cycle of decay.

The steady deterioration eventually led to the ship’s
drydocking on Barge 214 in 1980. Since then, decay has rapidly
accelerated. In 1986, returning WAPAMA to the condition of a
floating museum ship would be extremely difficult.

Two approaches to this end are available. One is to carry out
the 1984 Restoration Plan, followed by further phased
restoration over a number of years. The other would is to
undertake a complete rebuilding of the vessel.

Neither of these options is considered viable at this time,
for reasons discussed below.

1. The 1984 Restoration Plan

The scope of work in this plan was narrowly defined as
repairs needed to restore the girder strength of the hull.
This was based on a correct identification of the vessel’s
most severe structural problems but did not address serious
rot in areas not immediately critical to hull girder
strength. Structural members with ongoing rot were to
remain if they retained an estimated 50% of original
strength (Reynolds 1984). Seriously rotten members in non-
critical areas were not scheduled for renewal. The
consequence of work of this limited scope would be to
return the vessel afloat with ongoing rot that would be
extremely difficult to arrest. The ship would be in need of
additional major repairs in a very few years, with the
possibility that even the restored areas would become
reinfested with rot. The plan addressed the engineering
problems of repairing a weak structure without addressing

79


iMA underway, 1930's Photo: s.st.u.s.F. |- - SHEET INDEX

1. COVER SHEET 7. PLAN OF CABIN DECK

2. PROFILE VIEW 8 PLAN OF BOAT DECK

3. OUTBOARD PROFILE AND HOUSE TOPS

4. INBOARD PROFILE 9. PLAN OF FO'C’SLE DECK

5. PLAN OF HOLD 10. PLAN OF ‘TWEEN DECK
ON BARGE 11, MIDSHIP SECTION

6. PLAN OF MAIN DECK 12. CROSS SECTIONS
-13. RIGGING ARRANGEMENT
SHEET N° (D— (3+

BASIC DATA

OFFICIAL N2: 213092, NET TON.: 524 GROSS TON.: ¢.945
LENGTH OVERALL: 216-11" = BEAM: 41-1"
BUILT: 1915, St. Helens Shipbuilding Co., St. Helens, Oregon

for Charles R. McCormick Co. ‘
ENGINE: Steam, triple-expansion, built by Main Street Iron Works,

pox ma - sf 1 a “ ‘

= it San Francisco. 2 water-tube boilers, built by Babcock & Wilcox
= in = ane .
ERN CALIFORNIA | THE GOLDEN GATE showing part of the G.G.N.R.A. THE BAY MODEL Sausalito, California ABBREVIATIONS AND SYMBOLS
= = S y " e2 7
ee ae BHD Bulkhead LKR _ Locker TYP Typicat
evtows, BLWK Bulwark OA Overall VERT Vertical
a Centerline OPG Opening
* DK Deck OUTBD Outboard

FR Frame P&S Port & Starboard

F&A_ Fore-and-Aft RAD Steam Radiator

FWD Forward SHLVS Shelves

INBD Inboard STBD Starboard

KLSN Kelson STL Steel

LGL Longitudinal T&G Tongue & Groove

LONG SECTION SECTION LINE L

CROSS SECTION FS

ON MICROFILM UNDEFINED =====._—Cs HISTORIC = 4

BULKHEAD STRUCTURE (FORMER) STRUCTURE Lo

HISTORIC STRUCTURE REPORT | PREPARED COVER SHEET 641/80, 048

. reputed by LOCATION WITHIN. Pam -.
: TRI-COASTAL MARINE, INC. UNITED STATES “ORR (SURVEYED, PACIFIC DRYDOCK. ALAMEDA) | Fae a7]
(WHITE ELEPHANT MANAGEMENT CO.) OEPARTMENT OF THE INTERIOR NAME OF PARK PKG
—" j GALVESTON, TEXAS NATIONAL PARK SERVICE ‘CHEERED GOLDEN GATE NAT. REC. AREA 557.|[1

1986
DENVER SERVICE CENTER - WESTERN  MARING SAN FRANCISCO CALIF.
DATE REGION COUNTY OME



Fig. 9. WAPAMA at Pacific Drydock, December, 1885. Weather
cover over main deck in process of installation.
-- Photo, TCM