Structural Repairs to Samson V in 2001 In June 2001, core samples taken from Samson V's hog posts and A-frame indicated several potential structural deficiencies. In July, a professional engineer determined that the A-frame posed an immediate threat to public safety, and the Museum closed down temporarily for repairs. Samson V was towed to Fraser River Pile and Dredge's docks to have the A-frame removed.

A-frame after replacement

Removing the A-frame A cable from a crane was attached to the A-frame's headpiece to take up the slack and provide support. First, the compression stays running down the outboard side of the A-frame legs were cut (it was impossible to release them); then, a second crane supported the port backstay, while the fastening pin at the aft end was pounded out of the king post cap. This procedure was repeated for the starboard backstay.

When tension was released on the starboard backstay, the A-frame legs broke immediately above the steel knees (which fasten them to the ship's deck). With tension maintained on the A-frame, the legs were cut at the break and the A-frame was hoisted off the ship and laid down on the dock.

It was hoped that some of the timber used in the A-frame's legs could be salvaged and reused in other phases of the restoration project; however, both legs were rotten in their cores all the way to the top two or three feet. The timber was disposed of, and the A-frame headpiece was hoisted back aboard the vessel for later analysis and restoration.

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Prep Work
Samson V was returned to her dock and work proceeded on the restoration of the A-frame headpiece. All components were removed, numbered and individually prepped and repainted with two coats of black Tremclad anti-rust enamel.

Many of the bolts were bent from the accumulated loads and had to be replaced, but the main blocks were found to be in good shape, as was the steel sheathing of the headpiece.

The timber component of the headpiece, however, was completely rotten. New A-frame timbers were ordered from Fibretech Select Forest Salvage, specifying mast-and-spar quality coastal Douglas fir, free of heart content.

A-frame knees before repairs

A-frame knees after repairs

The A-frame knees were then removed and the partners upon which they rest were photo-documented and thoroughly prepped. Rotten sections of the partners, which were made of yellow cedar, were cut out and yellow cedar fillets installed in their place.

Three of three four gumwood shims that level the A-frame knees against the sheer-line of the deck were too deteriorated to be reused, so new shims were fabricated out of purple-heart, thoroughly treated with copper napthanate and creosote, and installed in their place prior to re-bolting the steel knees.

Future A-frame

Assembling A-frame

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The Hog Posts
Work then proceeded on restoring the failing components of Samson V's hog post system. The forward starboard hog post was previously determined to have rotted extensively throughout the upper five feet of its length. It was decided that replacing this post in its entirety would be more reliable and cost-effective than applying a sectional repair. A new post of Douglas fir creosoted to 16 lbs retention was ordered from Stella-Jones in New Westminster.

A primary concern when disassembling the hog post system for repairs was avoiding new loads being imposed on the vessel when slacking-off the hog rods. A cable was fastened to the forward starboard mooring cleat and run to the king post at the underside of the boat deck. This was tensioned with a come-along, until it was evident that strain had been taken off the forward starboard hog rod.

The forward hog rod was then slacked off at the turnbuckle and the pin securing it to the hog post cap driven out. The hog rod was then lowered to the deck for prep-work and painting.

In order to remove the hog post, the support bar for the A-frame backstay had to be unbolted. The support bar was supported by a 2x6 and stayed with ropes while the carriage bolts were removed.

When the pin fastening the hog rod leading aft from the post was removed, and the hog rod supported, the hog post cap was lifted off, prepped and painted. A spreader-bar made from steel pipe fits between the forward hog posts. Tension is maintained by means of a steel rod that runs inside the pipe and through the posts. The hog post was secured with ropes and the nut on the steel rod was removed and the rod pounded through. The hog post was then lowered to the deck by means of a block and tackle.

The measurements for the cuts around the end cap were taken from the old hog post and applied to the new timber. All the cuts were made and the timber was then primed and painted. As expected, creosote began to bleed through almost immediately. A coat of spar varnish was applied, and a final topcoat stopped the bleed-through for the time being. Regular painting will be necessary for the next few years, until the creosote stabilizes.

Completed starboard hog post scarf joint

Forward hog post down with new one ready to go up

The new hog post was raised into position with a block and tackle and the restored cap piece installed. Bolt holes were drilled with the timber in place and the spreader-bar and A-frame backstay support bar were re-attached.

With the cable run forward from the king post to the forward starboard cleat, a second cable was attached to the king post immediately above the boat deck level and run to the aft starboard hog post. This was tensioned with a come-along and fastened into place.

With strain taken off the hog rods running to the king post, it was then possible to slacken them using their turnbuckles, without altering the stresses on the hull.

Plywood was laid down to protect the deck canvas near the king posts, scaffolding was set up around the starboard king post, and a strong-back fitted above the cap piece. The block and tackle was suspended from the strong-back and used to lift the upper set of hog rods together. These were laid aside on the deck for prep-work and painting. The inner set of hog rods was disconnected and the cap piece was lifted off.

A support structure was built for the king post tie beam and fitted so it could take its weight. Then the nut was removed from the tensioning rod running immediately below the tie beam, and the rod was driven back through the king post and suspended from the tie beam.

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