Daniel Adamson News
Most recent news
Your web master would
like to take this opportunity of wishing all member, friends and
commercial supporters a very Merry Christmas and an Happy and Prosperous
Christmas Wishes &
A very brief update this week as the
Christmas Holiday approaches and we wind down for a well earned
break. Tuesday 19th December will be the
last organised working party before the holiday, after which we will
be resuming again on Tuesday 9th January
with another working party on Thursday 11th.
For the moment our next Saturday
Working Party will be held on 20th January 2007,
with the usual alternate Saturday routine thereafter, so for
February the dates for your diary will be
and 17th Feb. I say 'for the moment' as
much will depend on some ongoing matters which may require attention
at short notice, suffice to say, as ever we'll have to be prepared
to alter dates to suit should the need arise, but I will endeavour
to notify volunteers in good time if this is the case.
While there will be no working
parties over the holiday, arrangements to visit the vessel for
security purposes are in hand and those responsible have been
As we approach a New Year, I am
delighted to report that we have now amassed an impressive 18,300
hours of 'volunteer hours' with still another three months or so
before our third anniversary!
I think few would argue that this
represents quite a staggering total and considering the extremes of
weather endured along the way, gives the clearest evidence of the
high level of commitment displayed by our volunteers. It is
also reflected in the rate of progress we have made, which by any
standards, is in my opinion impressive. If in doubt, please take a
little time to scan through the back pages of this site and I think
you'll see what I mean.
While I'm 'blowing our trumpet' as
far as 'Working Parties' are concerned, I should point out that the
major portion of our thanks should go to John Deakin our Chief
Engineer and Working Party Coordinator, who has the unenviable task
of keeping everyone busy, with a multitude of jobs, large and small,
skilled and unskilled so that rarely if ever, anyone is stuck for
'something to do.' It's all about maintaining the impetus, while at
the same time encouraging people to undertake some pretty unpleasant
or protracted task, for example those condensers!! (Did I mention
them at all??) So far over 950 hours has been spent on the condenser
overhaul, no doubt with a lot more to go, although we believe we
have 'turned the corner' now and are heading for the homeward
straight! The saving this represents is phenomenal against what such
a major refurbishment might cost if put out to contract. This may
prove even more valuable later as we seek to keep bids for funding
within budget parameters.
So thank you John and thanks to all
our volunteers for the great job they do, both on board and behind
the scenes too!
Our 'Guest Book' has now been updated
and as you will see, we have one suggestion regarding the 'Barton
Lock Gauge' from Mr Joe Blythe which does indeed sound like a
plausible explanation, obviously if anyone else has an idea we'd
like to hear from you.
It's also nice to see that Daniel
Adamson (or at least another one!) is alive and well and living in
Australia! Good to hear from you Dan!
Regarding the 'Guest Book' we
hopefully seem to have trapped most of the 'spam' and sundry rubbish
this type of facility can attract, but we do display all genuine
comments and ask that you add a line, good or bad if you so wish, we
only ask that you keep it clean and generally relevant, thanks.
as might be expected as the holiday draws near, conversations aboard
today turned toward plans for the celebration, so that I must
publicly apologise to Volunteer Wally Graham for my initial
misinterpretation of his response to my question, 'What will you
be doing over Christmas?' What Wally
said was 'i'll probably go on the
PISTE as usual!!
By way of illustration there
follows a photo of Walter in his Winter Sports attire, complete with
'Snow Board' (Ever resourceful, Wally also uses this to slide around
underneath Heavy Goods Vehicles which he repairs when not working on
the 'Danny' or 'Snowboarding' in the Alps!!)
So there it is, Christmas will soon
be upon us, so on behalf of 'DAPS' may I wish you all a Very Happy
Christmas and a Healthy, Happy and Peaceful New Year!!
Very Best Wishes,
Apologies to those Latin Scholars
amongst you if the grammar of this week's heading is inaccurate. I
was looking for a suitable title to describe the level of
determination displayed by our volunteers in so many tasks which
they undertake. Knowing what I had in mind, it occurred to me that a
Latin version, albeit a literal translation from an Internet site
seemed more fitting and could well be a suitable 'motto' for the
society, so there it is 'nunquam redono' or simply 'Never
The 'motto' is particularly relevant
to the efforts to free the main engine pistons, or rather the bottom
portion of these substantial items. In the last 'update' I described
how, after considerable effort the first of the HP pistons was
released and how 'we would return' to complete the task. This
particular task has been led from start to finish by Peter Irlam,
assisted by a number of volunteers over an extended period. On
Tuesday this week the work was carried out predominantly by 'a pair
of Pete's namely Irlam and Murray, together with others as
required. Almost immediately the port HP piston was released after a
short struggle, clearly the efforts of the previous week had set
things in motion and this one soon succumbed to the application of
the strong-back. They then turned their attention to the LP (port)
the doubled strong-back was fitted and heat carefully applied to the
periphery of the piston. The nuts were tightened on the strong-back,
tightened some more and then more still!
As will be seen, the piston didn't
budge a fraction, the strong-back again was bent severely and I
confess even after witnessing that the HP pistons had been held in
place by the taper of the rod, I was convinced the LP was threaded
to the rod!!
I don't think I did sew any seeds of
doubt in Peter's mind, so that he rather tactfully told me it was
definitely just a taper and some rust which was the problem, the
same as the HP pistons. I decided it was a good time to go and check
how the others were getting on with other tasks and return later!
When I came back, I noticed that quite a few folk had gathered
around the LP end of the engine where the warmth and the
anticipation of the piston coming off were growing with equal
measure! We stood there for several minutes, Pete Murray
occasionally coaxing another turn to the strong-back nuts, nothing
happened, but it was warm at least. With hot tea on offer we
abandoned the vigil to allow 'nature to take its course' only to
find that nature hadn't bothered when we came back!! Towards lunch
time the port engine was declared 'the winner' (for the day) and
'The Peters' prepared to do battle with the starboard engine when
suitably refreshed. So it was that around 3pm a distinct 'clunk'
and a noticeable shudder announced the parting of the starboard LP
piston from it's rod! There was a loud cheer and as the light began
to fade I sneakily confirmed (to myself) that indeed a modest taper
and a spot of rust had been responsible for all that effort.
Not surprisingly Peter (Irlam) was
back for 'Round 2' on the port engine today (Thursday) now
accompanied by Graham Dean and Gordon Weston. The heat was soon
being applied, so I grabbed my camera and took a couple of shots. I
then moved away to attend other matters, when only minutes later the
loud 'clunk/shudder' effect announced that the port LP had also
succumbed to 'Persistent Pete' and the team. Photographs give little
impression of the actual event, the movement being barely
perceptible, so I waited until the pistons were actually drawn off
the rods and raised above the cylinders by way of proof before
capturing the event.
As always, on reading these notes as
I write them, the impression comes across of 'what's all the fuss
about?' Then I think, well actually it is quite an achievement, it
is impressive that it has been achieved with basic tools, a little
science, and a lot of effort. It was done without causing any damage
or hurting anyone in the process, in the same way every task is
carried out on the project.
So the 'motto' does seem appropriate,
you get there in the end as long as you 'Never Give Up' -
(Port LP) piston, showing strongback
with distinct resemblance to a banana ( a 2" thick, steel one, that
Heating the piston
Success! Pete Irlam (L) and Graham Dean
looking suitably satisfied with themselves!
Right - Port and starboard pistons clear of
Last Tuesday amidst the efforts to
release the pistons, we received a visit arranged by Member John
Huxley, from a group of shipping enthusiasts as part of a tour
organised by 'Ships Monthly' magazine. The group were taking part on
one of the magazine's regular 'Ferry Tours' and had expressed an
interest in visiting the 'Daniel Adamson'
The group comprised some twenty seven
in number including the magazine's editor Iain Wakefield and regular
contributor Russell Plummer, time was a little limited as the group
were scheduled to travel that night as part of their tour aboard one
of the Norfolk Line (Norse Merchant) ferries, before returning to
the UK aboard Irish Ferries giant, 'Ulysses'
Unfortunately the weather on the day
was rather dismal but the group were able to get a close look around
the 'DA' and to take numerous photographs of the work in progress.
I think it fair to say that all enjoyed the all too brief visit and
particularly a much needed hot mug of tea to ward off the cold. We
look forward to a further visit from Iain Wakefield who plans to
return in the not too distant future for an article he proposes
about the 'DA' for an issue of the magazine.
The visitors kindly purchased a
number of items of merchandise and donated a most welcome cheque
towards the project which was presented to John Deakin by Russell
Plummer. I doubt that anyone left without at least one leaflet, so
we hope that we can welcome back some of our visitors as 'DAPS'
Members in the near future!
Members and visitors mingle on the promenade deck while enjoying a much
needed hot drink!
Russell Plummer ('Ships Monthly')
presents Chief Engineer, John Deakin with a very welcome donation to
the project funds.
Some of the volunteers in attendance and
yes that is 'Old Glory' Pete Murray is reading, unfortunately we
didn't have a copy of 'Ships Monthly' aboard that day of all days!!
Just to prove I don't just take photos and updates for the web-site,
Colin Brogan actually caught me 'in action' so to speak, here assisting
with the lifting of those *@*@*@ pistons!!
By way of a change from the ongoing
saga of the condensers, I thought a word or two regarding other
ongoing work seemed timely.
Last Thursday we set about the
Herculean task of moving the boiler feed pump ready for stripping
and overhaul. At present both circulating pumps are already ashore
and well on the way to restoration, the steering engine was removed
some time ago and will be receiving attention in the not too distant
future (mostly cosmetic as it has already been successfully tested
on air by the apprentices at TTE) and the Lamont General Service
pump is already stripped and in the process of restoration.
The feed pump is rather a large piece
of machinery and a replacement for the original 'Weir' type which
was damaged many years ago when the 'DA' was in service. This
'duplex' type pump, was manufactured by the firm of Dawson Downie,
of Clydebank, Scotland and dates to the early 1930's. As such it is
the only none 'original' pump aboard the vessel. There is little
doubt that it is substantially larger than the original pump it
replaced, having been 'shoe-horned' into the available space to the
port side of the boiler and boasting some interesting pipe-work as a
consequence!! It would seem the 'plumbing' was carried out once the
pump had been set in place, as extricating it from it's location was
not easy! It is one of two pumps located in the boiler room, the
other mounted to the starboard side and designated as the 'GS' or
General Service pump is of 'Lamont' manufacture and there lies a
coincidence. In 1985 (about the time the 'Daniel Adamson' entered
'retirement') Dawson Downie was the oldest surviving Clydebank firm,
having been manufacturing pumps at their North Elgin Street factory
since 1905. In that year they merged with the firm of Thomas Lamont,
to form a new company Dawson, Downie, Lamont and I am delighted to
report that the company survive to the present day, now based in
Glenrothes, Fife and they still manufacture pumps, including models
little changed from ours! (See
The firm have already provided much valuable advice and assistance
and I hope to report more fully on this in due course.
In the meantime, having released all
connections and holding down bolts, two chain blocks were set in
place and an assortment of strops were carefully attached to the
pump so that it could be first lifted from it's seating and then
re-positioned horizontally to allow the vertical lift to the
stokehold door. While it takes few words to describe the process the
actual business of doing it safely, took the best part of the day
and the co-ordinated efforts of most of the volunteers present.
That said, I can honestly say not a single bad word was uttered and
we achieved all we set out to do, much to the relief of all
Just a few photos of the 'action' by
courtesy of Colin Brogan. Colin did take several more photos, but I
think the following set the scene.
pump is initially lifted from it's bed to the stokehold floor.
The pump is laid on it side,
carefully avoiding any damage to studs etc. The lifting strops are
adjusted for the 'big lift' (right).
'The pump has landed' The main lift
complete, the pump is positioned in readiness for the next move, out
of the boiler room.
I cannot recall an occasion when I
have reported ' the machine was easily and rapidly stripped down
to it's component parts' and the main engine pistons are no
exception. You may recall
we showed how it took the combined application of heat, an air
hammer and a very substantial socket set just to release the piston
securing nuts, a task taking the best part of a full day. So then it
will come as no surprise that the task of actually removing the
pistons themselves is even more daunting.
Actually the pistons comprise a
number of separate components, a top and bottom half and the rings
themselves, secured in between. The piston tops came away
reasonably easily (once those nuts were off!!) along with the rings,
springs and so on which just left the bottom halves! The basic idea
is to secure a 'strongback' across the top of the piston rod and
secure it to bolts set into the piston itself. The piston sits on a
tapered section of the rod and in theory, by tightening nuts
attached to the bolts, the strongback 'pops' the piston off the
rod! Simplicity itself one might think, but this is the 'Daniel
Adamson' !! We know that the rods and pistons move freely in the
cylinders, we have drawings showing the taper, what we don't have is
movement!! Our first strong-back wasn't strong enough! It buckled.
Back to the drawing board, new strongbacks were manufactured thanks
to TTE and as will be seen, these are fairly substantial and believe
me heavy enough to suggest more than ample to the task!
Look closely at the side view in
photo 5, we're now using both strongbacks to support each other, yet
we've managed to bend the longer one! Oh and before you say it,
that's AFTER we heated the piston to give us a fighting chance!! The
amazing thing is that we'd done exactly the same with the HP piston
a week or two previously and that too had not budged, then
abandoning the LP we returned to it and this time off it popped with
ease! We hadn't the heart for another go at the LP on Tuesday, but
we shall return, let's hope our 'patience' will be rewarded!!
The strong-back is set in place. (left)
strong-back, lots of heat to the piston (avoiding the rod) much
tightening of nuts and even slipper wedges, result, well even Yuri
Geller would be proud of that, but did it move? Sorry no, not yet!!
We'll get there in the end. We've left it to soak in a little more
release oil, but like MacArthur 'we shall return!' (right)
does work, honestly, that's the HP out, okay it's a little smaller
but the principle's the same! (left)
In the midst of all this 'activity'
we had a visit from Mr Bob Long, he's another dedicated steam ship
'preserver' and a member of the volunteers who maintain and operate
the steam tug and Dunkirk veteran, 'Challenge' (see 'Links Page')
When I say dedicated, I do mean dedicated,
Bob lives in Leeds, the 'Challenge' is based in Shoreham (that's
near Brighton to you and I!!) and he regularly commutes to join
working parties. So it was nothing at all for Bob to nip across the
Pennines to call and see how we were getting along, 'in the flesh'
so to speak. I think it was a valuable meeting for all of us, being
able to exchange ideas and share experiences. I would say it's also
an important aspect of preserving Britain's fast dwindling maritime
heritage, by sharing knowledge and assisting other projects,
everyone can benefit.
Bob mentioned that they could use an
extra volunteer or two down there, now don't all go rushing off to
join!! We still need you every bit as much, but if you live in that
area and can't get along (at the moment) to help with the working
parties up here, then you do have the opportunity there. Of course
she's not really 'run-in' yet (1931) just the one engine and oil
fired, so can she really justify her name?? If we were naming our
pistons, I think we could call one 'challenge' but that's perhaps
the nicest name I could think of at the moment!!
The important thing is we are all
doing something to preserve a little piece of Britain's maritime
history which is no bad thing!
Bob Long (Centre) chatting to a couple of our 'Chiefs' (Steve
Lawrinson, left and John Deakin Right) of course all our 'injuns'
were busy working!!
Dear Reader, it came as quite a shock
to me when I checked my records, to find that work to open up the
condensers actually got under way on 27th July 2006!
On that date the first of nearly
1500 of our now very familiar ferrules was removed, since then I
have regularly reported on the progress of this work, so that I am
delighted to report that the last of these was finally removed late
on the afternoon of Tuesday 14th November!
The figures are quite surprising,
as well as all those ferrules, over 700 tubes have been withdrawn,
cleaned and safely stored. Three out of four tube plates have now
been released and the last should be off by the time you read this.
The plates alone are secured by 76 3/4" BSW special 'collared' studs
which, like the ferrules cannot be re-used, the majority having
suffered damage to some degree either in use through corrosion or in
the process of removing them after lying untouched for probably half
a century!! Of course we have only reached the half way stage and
everything needs to go back together again in due course, but so far
783 man hours have been expended in reaching our present stage!
That roughly equates to 98
(full) days work so far, imagine what that might
cost if we had to pay a contractor to carry out this work. Believe
me, there's no quicker or easier way to do this either, so I think
congratulations and many thanks are in order to our volunteers who
have never given up on this task from the first day until the last.
Unfortunately while our 'labour
charges' are given freely by our volunteers, a major overhaul of
this nature inevitably has many cost implications. As I have
intimated while the tubes themselves are mainly in good condition,
not a single ferrule can be re-used. Opening up the condensers has
also disclosed some corrosion damage to the lower centre tube plates
on both condensers. These are the cast iron tube support plates
fixed centrally within the condenser body which provide support for
the tubes at mid-length. There is a plate for each tube bank,
supported one above the other and it is the lower of these in each
case that will require replacement. Like most items of 1903 vintage,
'off the shelf' spares do not exist, so these must be made, quite a
task when one considers that over 180 holes must be bored in each
plate, all perfectly aligned to allow the tubes to pass through and
marry up with both tube end plates!! Ignored and not replaced, in
a worst case scenario this could result in the tube bank collapsing
when in service with all manner of attendant problems, so we have no
alternative but to add these plates to our growing 'shopping list'
Not surprisingly those involved in
the work wanted to record the removal of the last ferrule, so thanks
to Colin Brogan, here are some photos of the happy event!
Almost there, Peter Murray (Willaston)
displaying the penultimate ferrule, the last was still attached to it's
tube at this point.
Here it comes! L. Graham Dean (Liverpool)
and Jack Nulty (Birkenhead) share the final task (for now)
Graham and Jack proudly display the
The tool that made it all possible, loaned
by our friends from the 'Kerne' the much used, much re-ground ferrule
extractor, here modelled by Gordon Weston (Mold) We will be making at
least two new ones, one of which we will return to 'Kerne' with many
Souvenirs, the last two of nearly 1500, as
can be seen from the example on the right, they take a lot of getting
FUND A FERRULE?
As has been mentioned, working party
volunteers have contributed the equivalent of 98 days to the task of
overhauling the condensers already, the next stage is to replace all
the components needed to rebuild them. This is the expensive bit and
there are no easy options, each piece needs to be made specially as
virtually no 'off the shelf' replacement parts are available. That
doesn't mean we can't get them, but they don't come cheap and we do
need a great many. We have identified potential suppliers and I hope
in the not too distant future to be able to report the outcome of
negotiations with them. For the moment, suffice to say that the
companies with whom we have discussed our needs have indicated a
willingness to help us all they can, but we can't expect something
In the meantime we are seeking
sources to fund this aspect of the project which by our own efforts
will result in a considerable saving over what the same job would
cost if contracted out. As a task that we can confidently and
competently carry out ourselves, the savings this will bring about
can have a major impact on the overall cost of the restoration. We
have already passed the 17,500 hour mark of volunteer hours this
week, with weekly averages still exceeding 100 hours despite the
colder weather and shorter daylight hours.
So how can you help? Well firstly as
we always say, if you've become a member of 'DAPS' you already have,
if you're thinking this is a worthy cause, then do join and give
your support. Every penny of the funds raised for this project are
used entirely for the project, we don't claim and we don't receive
'expenses' Are we mad? Probably! Apart from our membership, our
activities such as, attending working parties, attending fund
raising events , etc. etc. are paid for out of our own pockets. Why?
- because we have achieved so very much already and have a wonderful
time doing so. Those of us who can afford a little extra, contribute
what we can when we can too. For some this takes the form of a
modest monthly standing order, it doesn't have to be a lot, whatever
people can afford.
Every little helps as they say,
but the added advantage is that in the right circumstances with Gift
Aid, every £1 is worth £1.28 to the project, that's an excellent
return by anyone's standards and a tax item most of us can live
If members would like details of
how to make an additional monthly contribution - they should contact
Crecraft – 8, Newlands,
01604 740144 firstname.lastname@example.org
WORKING PARTY PROGRESS
I think all will agree we can
safely say that Autumn is finally upon us and it won't be long
before the really nasty weather will be headed our way. So far the
weather has had little or no effect on the numbers turning out for
our regular working parties with up to 16 volunteers in regular
attendance and continuing progress all the time.
The main ongoing task continues to be
the dismantling of the condensers which is a mammoth job. In all
1472 ferrules must be removed, every piece of packing and 736 tubes
drawn out before the tube plates can be removed and the interior of
each condenser thoroughly cleaned and examined to establish what
internal repairs are needed before the whole process is reversed. It
must be stressed that it's not simply a case of unscrewing these
ferrules, as virtually without exception every one seems determined
to resist to the end. In almost every case, such is the effort
required to remove them, most are damaged in the process and cannot
be re-used. It has taken a great many weeks hard effort to reach the
point where today just a few rows remain to be removed from the
starboard condenser. Some readers may question why are we doing all
this? Well the answer is quite straightforward, originally we set
out to water test the condenser to identify any defective tubes. We
did find just three which were leaking and these were replaced. On
repeating the test we discovered that the tube plate joint on the
port condenser was leaking and needed replacement. This required the
removal of every tube to access the tube plate and replace the
joint. So working on our principle that if there's a problem on the
port side now, chances are there will be a similar problem on the
starboard side later, we opted to do the lot. It might be a massive
job now, but it would be devastating if the problem arose later when
the vessel is back in service and could have a catastrophic affect
on operating schedules and thus the means to generate the revenue
required for self sufficiency.
So just as in the case of the boiler
we're stripping everything out and starting over. Re-tubing the
boiler will form part of the boiler restoration itself and will be
carried out by specialist contractors who will be responsible for
all repairs. Already a number of potential contractors have been
identified and some have already assessed the work required. In the
case of the condensers, albeit with nearly four times as many tubes
to replace, we are confident that the bulk of the work can be
carried out by our own volunteers, who it must be said are rapidly
gaining a level of expertise second to none in the field, even
designing and making specialist tools to assist in the process.
Each and every one is doing a
tremendous job and should be congratulated for their hard work. A
few photos illustrate the ongoing progress;
Lytton and Colin Brogan in the process of removing just one more
Ellis (left) works at the aft end tube plate removing packing and
preparing the tube for withdrawal.
A 'tight fit' Gordon Weston (right)
inside the port condenser in the process of cleaning the interior!
Some interior views (port
condenser) showing the condition, pretty good for 103 years,
Of course the confined space means that
not everyone can get involved in the process, but plenty of other
works goes on just the same...
removed the tubes are cleaned for possible re-use..here Volunteers,
David Pickup, Nigel Farrell and Steve Greenhalgh get to it!
view of the condenser work in progress. This view taken through
the starboard bunker door shows the panel remove in the aft
bulkhead of the bunker through which the tubes can be withdrawn,
in the foreground (left) a bundle of tubes already removed, to
the right the bright metal object is the device designed and
manufactured by Jim Ellis which acting like a small winch can be
used to ease the withdrawal of the tubes. When Jim first brought
it aboard it's resemblance to a 'harpoon' earned him the
nickname 'Cap'n Ahab'!!
Elsewhere works continues on the
overhaul of the circulating pumps and their steam engines, like
the main engines these also date from 1903 and were manufactured
by Drysdales, their successors were approached for some
assistance in their restoration, but sadly despite several
letters and e-mails, nobody had the courtesy to reply. So we got
in with it. I have to say this is a rare experience and most
companies we have contacted for assistance have been marvellous,
but we can't expect everyone to be the same. We are pretty
pleased with the results so far with one already having been
test run and the second not far behind.
Graham looking rather 'pensive' as he rebuilds the starboard
circulating pump engine, mounted within a temporary 'test
frame' The port impeller casing cleaned up and given a coat of
paint and 'Apexior'
With the weather forecasts likely
to get worse rather than better in the near future, we were able
to organise the replacement of the aft deck covers last weekend.
Once again our great supporter
Bill Thompson and the lads at JPS Scaffolding unhesitatingly
came to our aid. A team effort with our volunteers assisting
where possible, making and repairing battens and so on, soon had
things looking considerably more ship-shape and weather-proof.
As ever a very big thank you to Billy and the Boys, joined on
this occasion by Bill's latest helper, little 'Archie' !!
new cover in place and looking much better. The old one did
sterling service and was partially removed during dry-docking to
This is 'Archie' a great little
chap, he didn't actually sweep up with that broom, but he was a
perfect gentleman and gave us lots of encouragement!!
RESTORATION & OPERATION
I think it's fair to assume that most
regular readers of this web-site, will already appreciate the goal
of the Daniel Adamson Preservation Society, is to conserve, restore
and ultimately operate the vessel in steam once again. To do so and
carry passengers, naturally requires the very highest standards of
safety and full compliance with the latest regulations laid down by
the Maritime & Coastguard Agency.
It is one thing to restore an old
vessel for static use, still more challenging to restore the vessel
to an operational state, but the most demanding of all is to do so
and to allow the carriage of passengers.
In 2004 when we first embarked on
this project most of us had little perception of what would be
involved. We did know that it would be no easy task and that unless
the hull was in moderately good condition, it would be almost
impossible to succeed. Two and a half years or so and two
dry-dockings later, we know that the hull condition far exceeds what
might have been reasonably expected for a steel ship built over 100
years ago. We now know exactly which plates must be replaced so as
to comply with the MCA regulations for the class certification. In
fact, along with the machinery and just about every component part
of the vessel, we are at an advanced stage in the project planning
process and hopefully will soon move on to the next phase.
At this point, perhaps I should just
repeat, that this has taken just two and a half years, which by
anyone's standards is a remarkable achievement and the momentum of
the project has been quite staggering. I have to say that this
progress is in no small way, largely thanks to the enthusiasm and
dedication of our ever expanding group of working party volunteers
and I can report that by day's end next Tuesday, the volunteers will
have completed over 17,000 hours work!
The task is a considerable one and it
must be said there are easier options. Sadly the easiest solution is
that of a vessel 'preserved' in a static role, perhaps looking for
all the world like it might still operate, but in reality destined
to remain an inanimate object, which can only convey an impression
of it's former life. In Britain, by far the majority of vessels from
large to small are 'preserved' in this manner. This is no bad thing,
for at least the vessels survive and clearly the practicality of
operating them all is impossible. In general, a much smaller number
of preserved vessels actually operate and of these the majority are
restricted to the carriage of their basic crew and one or two
effect, the benefit of operation is only experienced by a few,
while access may be possible to visitors on occasion, this must
necessarily be confined to occasions when the vessel is alongside,
or restricted to very limited numbers.
By far the smallest group of
preserved vessels in operation are those certified for the carriage
of more than twelve persons, literally a handful by comparison with
the total number of historically significant vessels surviving in
the UK. Most readers will readily identify the principal examples
and hopefully many will have travelled aboard them and
thereby contributed to their survival. It is this latter group
which we have striven from the outset to join. We are not alone in
this ambition and our goal is shared by a number of similar
projects, many of which, it has to be said face overwhelming
challenges. We sincerely wish them every success and applaud their
dedication to the task, sadly not all will succeed and equally it
must be accepted there are no guarantees for any of us. There are
after all only limited funds available and I have no doubt every
project can argue most forcefully that theirs should be a priority.
There are of course some ideal
conditions for the preservation of vessels in operation, principal
amongst these is the vessel acquired immediately upon 'retirement'
from commercial service, by and large the vessel will remain in
'running order' and will have been regularly maintained, surveyed
and largely complete, down to the last detail.
Of the remainder the condition of the
vessel will vary greatly, from largely complete, in need of repair,
to barely salvageable and examples of each category readily spring
to mind. In addition the question of the vessel's historical
significance, rarity and location must be taken into account, so
that those judged as most valuable overall, irrespective of
condition should be independently evaluated and considered alongside
others more easily 'saved'
So while we can argue with a passion
that the 'Daniel Adamson' is indeed a most significant, historically
valuable and unique example of her type, nothing is assured.
On the other hand, we should not
forget that our detailed surveys have been extremely positive,
proving that a full restoration is entirely feasible, that indeed a
return to operation is a practical proposition and that the vessel's
size, design and general condition mean that the overall project
cost will be relatively modest by comparison with others.
Having held this view, virtually from
the outset, we should feel no great surprise, that after only two
and a half years, the 'Daniel Adamson' is now free of all hazardous
materials, in better condition than at any time in the last twenty
years and ready and waiting for the restoration to begin. In fact as
will be seen from our working party reports, some considerable
elements of the restoration process are already underway.
Perhaps in some quarters doubt exists
as to the viability of a passenger carrying 'tug', indeed I am sure
that some folk may dismiss our vessel out of hand as 'nothing out of
the ordinary' or perhaps 'just another tug boat!'
Some may feel that even as a
passenger vessel the 'Daniel Adamson' may have little to offer, well
perhaps a look at some examples from around the world will be of
interest and may enlighten one or two sceptics, that Britain is long
overdue in getting 'in on the act'
2 'Forceful' No not another former 'MSC' tug, but a
similar funnel it's true, again built in Britain, this time in 1925
by Alexander Stephens & Sons, Govan, Scotland for Queensland Tug Co.
Brisbane, Australia. Operating Passenger/Museum vessel, see
3 'Success' Last (for the moment) but by no means
least, also a little closer to home,
not that close! A beautiful example of a
preserved (albeit much modified) steam tug. Please visit the
'Success' web-site at
www.faim.nl/ (Leave the sound on) and be prepared for some
amazing views of just what can be done with 'an old tug' this
particular example dating from 1897 and still very actively engaged
in Holland. Site in Dutch but lavishly illustrated!
Acknowledgements to Alan Hughes (Sourcing 'Laurindo Pitta' &
'Forceful') and John Broomby (Sourcing 'Success')
OPEN DAY & AGM - OCTOBER 07
I think it is
fair to say that this year's AGM and 'Open Day' was a great success,
with over 70
visiting the boat and some 60 attending the AGM that followed. Considering how far some members
actually travelled to attend speaks volumes for the level of support
the society enjoys. It is perhaps a misconception that the 'Daniel
Adamson' enjoys only local, regional support, so that it was a
pleasure to welcome members old and new from all over the UK.
[Photo: J. Broomby]
We met friends and
supporters from the Isle of Man, Wales, the Midlands, 'The South'
and 'Home Counties' even one member who had travelled from
Invergordon in Scotland for the occasion!
worldwide in fact, the turn out was truly fantastic, so for those of
you in Ireland, Norway, the Far East (Hi Steve!!), Australasia and
the USA you were there in spirit we know and we appreciate your
support every bit as much.
I think those who
hadn't been aboard previously or since the last AGM saw a lot of
progress and the 'DA' looking much 'healthier' than 'she' used to,
just a couple of years ago.
All this has been
possible by your support, not just as working party
volunteers, but by all those who play a part in the society's
activities, up front and behind the scenes, in point of fact by
every member, near or far, so thank you all.
The AGM itself was
well received and I think all will agree, very informative with an
excellent 'Power Point' presentation. This explained in great detail
many of the intricacies involved in fund raising, project planning,
society accounts and the ongoing work as well as proposals for the
I think few would
argue that the presentation covered just about every point in great
detail and in fact left little in the way of major questions from
the floor. That said a healthy exchange of questions and comments
from the floor did take place and hopefully received a satisfactory
Rather than single
out individuals I should just like to thank all who participated, to
make the day such a great success.
Thanks too, to all
those who contributed to our stalls and helped generate some
£315.90 to add to our funds on the day, well done
Of the £315 raised £83
was received in the raffle for the book "Cory Towage Ltd" by
W.J. Harvey. This book normally retails for £35 and was donated by
author Bill Harvey to raise funds and is the only signed example.
The book tells the full history of Cory tugs from 1895 until their
sale to Wijsmuller Marine in 2000. [Rea Towing, Liverpool was part
of the Cory group.]
appeal We would love to hear your comments on any
aspect of the day, good or bad (we can take it!!) or the project
itself and invite you to add your comments to the site
Guest Book. [Please note that there will be a
delay of several days before your entry appears - J.L.]
The Guest Book provides
a great source of feedback on the project and the web-site which can
be a valuable tool in demonstrating the widespread support the
project enjoys, it's there for your use, please use it. Thank you.
MEMBERS' OPEN DAY
As most of you will know it's that
time again with the AGM set for this coming Saturday, 7th October at
2.00pm in the Lecture Theatre, Liverpool Maritime Museum, Albert
Beforehand the vessel will be 'open'
to visiting members (remember your membership card please!) from
about 10.00am and will be closed promptly at midday, we have to put
everything away and eat too, then present the AGM, so please don't
be late to avoid disappointment.
Light refreshments will be available
on board, although no hot meals can be provided. There will be ample
tea and coffee available together with limited stocks of 'DAPS'
merchandise, so if you've not already bought all your bits and
pieces don't forget your purse/wallet! As ever, all monies raised go
directly to the project and every penny counts.
So you'll recognise the boat we've
put her name back on!
Thanks to the skills of John Broomby our 'master joiner' we now have
a new 'replica' name on the port bow. The letters (made from MDF!!)
are a temporary substitute for the original brass letters which will
be replaced in the future when their safety can be assured! John's
replica letters are made from tracings of the originals so are
accurate in style and size, they even look like they are brass, so
you can judge from the accompanying photos.
Hopefully by Saturday the vessel will
be looking as pristine as we can manage in the prevailing weather
conditions and with due allowance for ongoing work, should make for
an interesting and enjoyable visit. Unfortunately time and
circumstances have not allowed us to replace the aft deck awnings as
yet, but that aside, we hope you will see some noticeable progress
since your last visit.
show John Broomby fitting the new letters, with John Pickering
overseeing proceedings in his capacity as 'alignment expert'!! Phil
Janion can be seen up forward where he was tidying up the paintwork
and re-sealing the saloon window covers to keep out the rain. While
not intentional the finished result gives an impression of the
windows, although we did resist the temptation to paint them in
greater detail with a couple of imaginary passengers just yet!!
Anyway, hope you like the results...
- Neil Marsden
To say it has been rather hectic of
late, is rather an understatement, as with both John Deakin and
Colin Leonard away on holiday it has fallen to me to organise
working parties and staffing arrangements
for the 'DAPS' stand. While the work aboard continues, we have also
had to make last minute arrangements to cover commitments at two
events held over this weekend, when we had initially believed both
events were combined at the same venue! Still it all worked out
well in the end and I must first thank all those who volunteered to
help, all the 'old familiar faces' again I'm afraid despite my
continuing pleas for assistance.
The attendance at events in the
region is most important in spreading the word about the project,
recruiting new members and generating funds etc. Equally the efforts
of the working parties aboard allow a tremendous amount of work to
be carried out aboard at minimal or no cost, in fact saving the
restoration project many thousands of pounds in funding.
Unfortunately we can't do both justice with the limited number of
members who volunteer their services. For that reason, with events
coinciding on both 'working party' weekends something has to give.
Staffing stands both at Malpas Steam Fair and Ellesmere Boat Rally
meant that no working party could be held aboard that weekend.
Determined that our Saturday 'volunteers' could get at least one
working party in September, I hoped to cover both this weekend's
event or rather events as it turned out and manage a Saturday
working party too!! We did just manage, but it could be
made easier with just one or two extra pairs of hands.
October will be much the same with
our final show this year on 1st October, AGM on 7th and weekend
working party on 21st. Meanwhile of course our weekday working
parties continue as normal.
I should say that it's not all doom
and gloom, the stand at the Model Boat Convention, held this year at
a new venue, The Birchwood Centre, Warrington enjoyed a good deal of
success both recruiting several new members and raising extra funds.
Tony Hirst was invited to open and close the show at Birchwood thus
necessitating his attendance at both day's events, the stall was
staffed each day as well and involved six more members, including
the omni-present, John Deakin, freshly returned from holiday. He was
there again today, but this time at Ellesmere Port Boat Museum
representing 'DAPS' on the occasion of the National (Model) Tug
Towing Competition, where he was to make the awards to the
competitors. The event was held at EPBM rather than at Birchwood due
to the limited water space at the latter location and was hosted by
Bryan Ward of 'Mobile Marine Models' (Sponsors) and John Hughes of
the Ellesmere Port Model Boat Club (Event Organiser) Some tremendous
models were on show, the teams displaying some great skill and
enthusiasm in what was a very interesting and enjoyable event. Much
to our surprise an unexpected and generous donation was made to
'DAPS' funds following a quick 'whip-round' of those in attendance
for which we are very grateful.
John Deakin (R) receives a generous donation to 'DAPS' from John
Hughes of Ellesmere Port Model Boat Club during the prize giving
following The National (Model) Tug Towing Competition, Ellesmere
Port Boat Museum
Notwithstanding the weekend's
events, we did manage a slightly smaller than normal working party
on Saturday as well, with eight volunteers involved and a fair
amount of progress made. Amongst those taking part was new member
Roy Quirk, who attended his first working party on Thursday and was
back for more on Saturday!! Roy won't be a regular WP volunteer as
he lives on the Isle of Man, so the commuting is a little tricky,
but he hopes to return again in the not too distant future!! Until
Roy's visit our most distant volunteer to date had been Gary
Dickinson from Market Drayton, but with members all over the UK and
abroad, perhaps one day we can set a new record??
"SWINGING THE LAMP"
There may be one or two readers
unfamiliar with the term, probably most have heard the phrase
'Swinging the lead' which as we know implies the actions of an idle
or malingering individual, when of course the actual process of
'swinging the lead' was a vital safety procedure aboard ship before
the advent of echo sounders and so on, when a lead weight attached
to a line was cast overboard to estimate the depth of water under
the keel of a ship. The nautical connotations of 'swinging the lamp'
on the other hand, do indeed imply an idle activity!! Well sitting
'round talking basically, mostly of recollections good or bad on
each and every conceivable subject! So it is, I confess, an
activity which we volunteers engage in at every opportunity, but in
fairness, mostly at 'smokoe' (or tea-break for you
To be fair, readers of these articles
may assume that life aboard as a working party volunteer, is a case
of all work and no play, much of it heavy, dirty work at that, but
it's also a great deal of fun too. While many of our volunteers are
of a maritime background, many are not, yet naturally having joined
'DAPS' we share a common interest.
It is also fair to say that a good
few volunteers might be considered as in 'the Autumn of their years'
(with a couple fast approaching Winter too!!) but I confess I never
cease to be amazed at the level of motivation displayed by them. It
is as if they 'shed the years' on stepping aboard, ignoring
artificial hips, kidney transplants and a list of ailments of every
description. The experience literally transforms them and for a few
hours a week they are once more 'in their prime' and thriving on
it. It's infectious and it doesn't stop there. By way of
illustration readers will know of the long drawn out process of
removing the ferrules and tubes from the condensers, a continuing
saga, now done to death by my reports in these pages, but one which
seems to have concentrated the massed minds of those involved. It
is amazing to see the variety of home made tools, ideas and designs
conjured up by them to simplify the process, the innovations are
startling and worthy of a bygone age and all this at home in their
own time too! So it is only fair that occasionally after a well
earned mug of tea, conversation turns to times past.
Perhaps it's the location, aboard a
ship dating from a time when the British Shipping Register comprised
more vessels than all the rivets in the 'Daniel Adamson' when sea
travel, was quite literally 'the only way to go' and even the
'Wright Bros' were just bicycle makers. The UK fleet was the largest
in the world and it's ships dispersed across every ocean. Sadly very
little remains today, yet as an island nation we are entirely
dependent on the sea.
Some may consider the 'DA' just a
tug, a 'tug/tender' at best, others having seen 'her' in a little
more detail, may realise that she truly represents an exceptionally
rare piece of our nation's maritime heritage and that from one of
the most significant periods in our history. Among our volunteers
(and no doubt the wider membership too) we have people who sailed in
ships of both the Royal and Merchant Navies, aboard ships long since
consigned to the memory, for companies known the world over, Athel
Line, Bibby, Blue Star, Brocklebank, Chapmans, Clan, Cunard, Elders
& Fyffes, Furness Withy, Harrisons, Manchester Liners and more. On
tugs and all manner of unsung craft upon which every port depends,
tugs of Alexander Towing, Lamey & Rea's, of course those of the MSC
itself amongst them. The whole spectrum is covered by these men,
from barges to battleships, from 'tramps' to the 'Queens' No book
can ever tell their story as well as they themselves, the 'DA' is
just a part of it all, history is all about people, so shouldn't
we 'swing the lamp' a little more?
Volunteer John Churchill
As regular visitors to the site will
know, we do strive to maintain frequent updates. First and foremost
the idea is to report on the project's progress and new information
as and when this comes to light regarding the background and history
of the vessel.
We also invite contributions for our
'Memories' page whereby members can recall events and recollections
from the past. Articles could refer to everyday life on the River
Mersey, the Manchester Ship Canal, as well as other inland waterways
of the region, recalling times past, the life and work of those
whose livelihood centred in and around these waterways and so
on. There will be many readers who will have fond memories of a life
now consigned to history, yet of great interest to others perhaps
not old enough, or fortunate enough to have experienced it first
hand. Many readers may possess photographs or material with which
to 'illustrate' such articles adding still further to this valuable
record of local and social history.
Imagine a generation who may never
have seen the river full of ships, ocean going vessels steaming
through the countryside, a seaport in the heart of Manchester or
even a working canal boat! In my view the restoration and operation
of the 'Daniel Adamson' will play a big part in redressing this
situation, but for all that, it is the people involved who made it
all happen. Some folk may be hesitant to set down their memories on
paper, but it is the content, not the grammar of such articles that
will provide such a valuable resource.
I do know that we have amongst our
members a number who have written or continue to write some
excellent books and articles based on these very subjects, I would
only ask that perhaps one or two may contribute an extract or piece
to help develop this idea. Hopefully others will be inspired by this
and add their own recollections too.
I do enjoy my involvement with the
working parties, staffing promotional events and my regular updates
on the web-site, to name some of my 'DA' related activities, but I
could do with a little help and no doubt readers may welcome a new
'face' too, so come on, we'd love to hear from you!!
I was reminded this week, that we
had not formally acknowledged the offer of the professional
services of a recent new member. I should firstly say that,
albeit belatedly this has now been addressed and we sincerely
hope we have not lost this potentially valuable source as a
I think it is fair to say, that
it is all too easy to concentrate on the work in hand
aboard ship and to lose sight of the skills and talents of
others, who, for whatever reason cannot participate in 'working
parties' I have already 'hinted' perhaps none too subtly, that
we have a number of accomplished writers amongst our membership,
who I hope will consider lending their talents to the cause.
We have recently been approached
by a very talented local artist, who has kindly offered to
provide a painting of the vessel 'in action' with a view to
providing a highly desirable and marketable art work for
generating much needed funds. We look forward to providing more
information on this in the not too distant future.
There are no doubt many members
who possess skills and talents in a wide variety of fields which
we may not have automatically considered previously, or which
they themselves thought might not be useful.
Some examples might include model
makers, designers, illustrators, fund raisers, historians,
advertising/promotional specialists, transport specialists,
educationalists, journalists and just about anything else
really. Well we did have the offer of a 'shanty singer' some
time ago, but considered this was not an urgent priority, but in
the main, chances are you possess a skill or talent we can use.
You may simply enjoy visiting
antique shops, steam fairs, even car boot sales, in other words
just the places you might come across items to replace those
lost, damaged or 'borrowed' from the boat and might spot
something we desperately need.
In a nutshell, if you think you
may be able to help the project in any way, or maybe 'know a man
(or woman!!) who can' then don't hesitate to get in touch. You
can find my e-mail address elsewhere on the site and I will get
back to you.
being the holiday season, quite a few of our regular volunteers
have been away for varying periods, perhaps not surprisingly for
some, they've been 'busman's holidays' to some extent, with
trips aboard Elbe Steamers (Eddie
Doig - Photo left), Lake
Lucerne Steamers and of course in the case of our Webmaster, all
manner of things that float!!
I couldn't resist sampling the 'competition' in the
'land-locked' Czech Republic, with a dinner cruise on the River
Vtlava, through Prague! I have to say that while this was very
pleasant, I think when restored the 'DA' will definitely have
the edge, although the accordion accompaniment provided on the
Prague trip was very good. The musician provided an
'international' repertoire, with renditions of traditional Czech
folk songs, 'Danny Boy' for our Irish companions, but not quite
'You'll Never Walk Alone' as my wife's effort to refresh his
memory, didn't quite strike a chord! In fairness I barely
recognised it either! Still the beer was very good!
On board we've been as busy as
ever and welcomed another new volunteer, Graham Dean to our
growing numbers. The main ongoing work continues with work on
the condensers, well actually still the port condenser which is
in the process of having all tubes removed, 368 of them, along
with two ferrules each. These have to be carefully removed to
avoid damaging the tube plates and after several years most are
reluctant to part company without a struggle! It's a long,
laborious process and of course there's another one to do when
the port condenser is finished. While many of the tubes appear
in good condition on removal, unfortunately the ferrules which
secure them in place are mainly beyond further use and will need
to be replaced, nearly 1500 of them!! They are not cheap and
some alarming individual prices for new ones have been quoted,
as much as £7,500 for a complete set in one case!! That's two
and half times what the boat cost to buy in 1921!!
Overall carrying out this work
ourselves, while a long drawn out and tedious process, will mean
a considerable saving over having the work carried out by
contractors and the savings made can be utilised elsewhere. So a
big thank-you to all those involved.
Work on the main engines
continues and after considerable effort I can report that
the securing nuts which hold the pistons to the piston rods have
at last been freed. Originally the special open ended spanner
provided for this purpose and which had been found 'painted' to
the engine room bulkhead was utilised. All efforts to move the
nuts failed despite the application of ever larger flogging
hammers, so that in the end, modern technology came to the
rescue in the form an air hammer and a suitably impressive
socket set!! Even so it was still necessary to heat the
assembly before even this monster made an impression, but
finally all was well, but it took all day for just four nuts!!
We have been re-assembling the
steam side of the port main circulating pump after a thorough
clean up and the removal of a century's worth of old paint. It
looks considerably better than it did and we will hopefully soon
be able to test it on air. It turns well now by hand, but of
course it will be reassuring to give it a thorough test before
completing the overhaul of the complete pump assembly. Then of
course we move on to the next one. In all there are eleven
separate steam engines aboard, so the fact that we are able to
do much of this overhauling ourselves is of great value. We are
well on the way with both main engines and their associated air
pumps, next comes their integral reversing engines. The steering
engine has been overhauled thanks to TTE and we are already well
advanced with the general service and port main circ. The feed
pump is ready to be removed from the boiler room, which will
just leave the Tangye sanitary pump and Sissons Generator to do,
so not bad considering what else we've achieved in the last few
No Saturday working party was
held this weekend (September 09, as we attended rallies at two
locations in our ongoing efforts to promote the project and
recruit new supporters.
Volunteers attended the IWA Rally at
Ellesmere, Shropshire and the 'Yesterday' Steam Fair at Malpas,
Cheshire. Fortunately the weather was fine for both events and
involved seven of our regular working party volunteers, sadly it
seems no other members offered their services which is a pity as
these are great days out in their own right.
newly purchased display stand debuted at Malpas, along with a
lot more updated photographs of the work in progress. Both
stands attracted a good flow of visitors and much 'verbal'
support, but very little in the way of funds for the project,
hopefully some new members will join as a result of this effort,
but if you are reading this and have yet to join please do so.
If you are already a member
but have yet to 'recruit' a friend please try. It is important
to remember that we need to show a strong membership support for
the project, not just by working party volunteers, but by all
supporters. Funding bodies naturally want to see that projects
they support financially are popular and have a growing
Malpas showed just how popular
'steam' is today with crowds gathering to watch the stately
progress of some magnificent engines, but with access mainly
confined to the fortunate few. It occurred to me that the 'DA'
will not only provide an amazing array of steam engines all in
one location, but will allow so many to travel aboard too!
A Couple of 'Nutters' Steve Lawrinson &
Wally Graham apply heat to the piston securing nuts!
'Applied Technology' does the trick!
Port circulating pump engine is
re-assembled, looking a lot better and with a first coat of primer too
Port Condenser, the work goes on (and on!)
Jack Nulty manufactures a new 'ferrule
extractor' we've worn the old one out!!
A MINOR MILESTONE
Having been missing
from the last few working parties as a result of a short holiday and
other family commitments, I was surprised to discover that work had
not stopped despite my absence!
On the contrary,
on returning aboard today, I discovered that considerable further
progress has been made in all areas.
Down below in the
engine room detailed measurements of the main engine cylinder bores,
bearing clearances and other details have been meticulously recorded
and already a locally based firm of specialists have visited to
discuss practical, cost effective methods of addressing some of the
adjustments and repairs required.
have continued stripping down the port condenser, for a complete
overhaul, whilst away from the vessel, Vice Chairman Dan Cross has
been as busy as ever liaising with a wide range of potential
suppliers of necessary replacement parts and other contractors. As
is often the case when contact is made with such firms, it is not
unusual for one or more of the directors to request a personal visit
to see the job first hand. Not only is this mutually beneficial so
that everyone understands what can and cannot be done, it also
allows a valuable dialogue in discussing other options which may be
considered. In many cases it provides experts in a particular field
an opportunity to see machinery of a type and age they may never
have encountered before, or if so, not since their early careers. It
is also pleasing to learn that the necessary skills are very much
'out there' and in some instances if a particular company cannot
assist, chances are 'they know a man who can!'
On deck, the old
flaking paint of the promenade deck awning (interior) has been
scraped, rubbed down, undercoated and a fresh coat of 'eau de nil'
applied. Again, this may well be just another 'cosmetic' touch, but
it certainly makes a difference, it's brighter, cleaner and helps
preserve materials which might otherwise deteriorate long before the
funds are available to completely restore or replace them. Above all
it provides visual evidence of progress and the fact that after a
long period of neglect, the 'old girl' is at last getting some TLC
Similarly the main
deck bulwarks continue to receive much needed attention, after
chipping and brushing back to bare metal, they are coated with a
generous application of 'Rustroy' to stabilise the surfaces before a
primer coat of red oxide is applied. This work serves a dual purpose
in that it helps identify plating that will require remedial
attention or replacement, whilst at the same time preserving good
steelwork. Yet again it provides a readily visible display of
activity and ongoing maintenance. There is much still to do, but
each task performed is a step nearer to our goal, moreover, using
our own volunteer labour considerable financial expenditure is
saved, which we hope will reduce the overall cost of the
As evidence of this,
quite a significant milestone was passed today with the completion
of 15,000 hours of voluntary labour
completed since records commenced in May 2004. The overall figure
is considerably higher if one considers work away from the boat, at
home, researching etc. etc. but even at the most basic 'hourly rate'
the value of this figure is pretty staggering. As new volunteers
swell the ranks almost weekly, this figure is set to grow still
As if to mark the
occasion, today saw further progress on the application of the white
hull bands to the bulwarks, restoring both upper and lower bands to
replicate 'DA's well maintained appearance when in service. Again
some might say 'a waste of paint' well it doesn't matter, it makes a
difference and I think few will argue that the old lady is starting
to look like her old self once again and much better for it!
Finally a (not so)
little gem of a find...recently while searching e-Bay for some 'DA'
related item or another I spotted a rather splendid looking steam
pressure gauge for sale. Now as most readers will know, many of our
original gauges were stolen or badly damaged before the formation of
DAPS, amongst those stolen was the main steam pressure gauge from
the stokehold. What could be more fitting to mark the occasion of
our return to steam, but to see the pressure gently rising once
again and recorded on a gauge manufactured by our namesake Daniel
Adamson & Co. Duckinfield.
Suffice to say
Alan Hughes a keen -e-Bay buyer, successfully outbid the competition
and the item is now ours, kindly donated by Alan and presented to
Chief Engineer John Deakin today as depicted in the following
As will be seen the
gauge appears to be in good working order, but will obviously
require testing and the 'blood' set to correspond with the 120psi
working pressure of our boiler. It may be a while before it is
recording that pressure, but in the meantime it already marks a
proud milestone in our progress.
(Remember there are
many items missing from the vessel's original instruments, gauges
etc. so that you can certainly help with the search for suitable
replacements, a list of our missing items appears elsewhere on this
site, but in case of doubt please get in touch. Thank you)
Photos by Neil Marsden
Volunteer George Hayes
attending to those hull bands.
Port side view, starting to
look a bit more like she used to.
Treasurer Alan Hughes
presents the 'new' gauge to Chief Engineer John Deakin
Detail view of the gauge,
lovely isn't it?
PRELIMINARY NOTICE FOR 2006
The Daniel Adamson
Preservation Society Annual General Meeting will be held on Saturday
The outline programme
for the day will be:
10:30 Daniel Adamson
open for members and their friends.
12:00 BBQ at The
Daniel Adamson (£5.00 per head) for members and their friends.
14:30 AGM For Members
at the Bramley Moore Public House - 5 minutes walk from Salisbury Dock.
A formal notice for
the AGM will be despatched to DAPS members in early September.
GOOD WORK - GOOD
The excellent weather of late has
resulted in quite a lot of progress aboard, with regularly a dozen
or more volunteers attending most working parties now. It can be hot
and thirsty work especially in the recent 'heat-wave' but I am
delighted to report that we continue at a cracking pace.
The Project Planning surveys are now
nearing completion, but we still await some final measurements to
confirm what exactly is required in the way of repairs, replacements
etc. As was expected there will be much work to be done, but we are
cautiously optimistic that with luck our existing boiler can be
restored to steam once again. Certainly the boiler shell is, as we
had hoped in excellent condition, however, there will be a lot of
work required internally, certainly a good deal more than merely
replacing the tubes, which now in retrospect looks like a relatively
straightforward job, compared with other work which will be needed.
The main concern is as we expected, the corrugated furnaces. If it
is not possible to repair these to a satisfactory standard, then we
do have a considerable task ahead. We are tentatively looking to
identify firms who may be able to manufacture new furnaces. Sadly it
seems no UK based firm remains capable of this work,
although if anyone knows differently we would be delighted to hear
from them! An alternative option that has been
mentioned is to locate a source of 'second hand' recently
de-commissioned furnaces, although how we go about tracing any is
not readily apparent, so once again, dear reader if you think you
can help.....please get in touch.
In the meantime, whilst we resolve
the issue of the boiler repairs, we have cleaned it up and applied
some 'black oil' to the shell surfaces to protect it. (Yes we know
it will smoke a great deal if we were to 'flash up' but that won't
be any time soon, so don't panic just yet!!)
1. The boiler front after 'oiling' (Volunteer John
Pickering adds the final touches)
Another view showing the conservation of the boiler
As mentioned, the recent high
temperatures, whilst a very pleasant change from the driving rain,
snow and gales we've experienced since we started the project have
made the work a little more uncomfortable of late. We do realise of
course, that come the day we raise steam we can expect temperatures
in the stokehold to be staggering and for some, will recall times
long past and watches below 'out East' 'the Gulf' and elsewhere, for
the moment, however, it has taken some getting used to.
is amazing that after two and half years, cleaning, polishing,
chipping, scaling and so on, just how much dirt remains aboard and
as can be seen from the accompanying photograph, a great deal of it
seems to attach itself to volunteer Pete Murray! It is to Pete's
credit that each working party he attends, he arrives in an
immaculate, freshly scrubbed boiler suit, which he transforms in
minutes to something resembling an oily rag and he along with it!
This time he was engaged lying in the bilge, under the boiler,
chipping scale from the underside of the boiler shell, an
essential task which like all the other dirty jobs he willingly
volunteers to do was accomplished to a very high standard and in
most unpleasant conditions. Well done Peter!!
Photo 3. Pete Murray takes a well earned breather!
Examination and tests of the
condensers have revealed not only one or two leaking tubes, but on
replacing the faulty items, further leaks to the tube plate seals.
It is likely that these will not have been replaced in a great many
years, if at all and to ensure this problem is resolved will require
new joints to be made. Regrettably the reason that the joint has not
been replaced previously, is due to the fact that it is necessary to
remove all 372 tubes and the 744 ferrules securing them in place!
No easy task at all and as we must do
one condenser, then it follows that it is safer to attend to both at
the same time and avoid a repetition later on. The end result will
be condensers that will be virtually as good as new, will be more
efficient and will hopefully last many more years before requiring
further major overhaul.
As the condenser bodies are an
integral part of the main engine frames, it can be appreciated how
important it is to do the job properly. The first task is to remove
the water boxes at either end of the condenser body, then the
tubes/ferrules and finally the tube plates. With everything removed,
access to the condenser interior will be possible and will allow a
thorough cleaning. The tube plates will then be cleaned and
re-tapped before replacing with new joints. The tubes will then be
replaced and finally the water boxes refitted, again with new
joints. All being well after further testing the fully refurbished
condensers will be completed. A great deal of work, but as ever,
essential for the success of the project.
4. The port condenser, forward water box dismantled for
cleaning, once again our faithful 'Hilti' needle gun is used to good
Finally, the good weather has allowed
some outdoor work to progress, so that a little 'cosmetic' sprucing
up of the paintwork has been possible. I must point out that in most
cases this is merely a temporary 'lick' of paint over surfaces that
will ultimately be grit blasted back to bare metal or in some cases
even replaced with new steel, so for the purists out there I just
thought I should mention this fact, as I say the purpose is mainly
cosmetic, but it does project an improved external image of the
vessel to the outside world and the fact that somebody is looking
after 'the old girl'
5. Port quarter view and
6 Port bow view, showing the nearly completed re-paint
of the funnel and bands, to original MSC Co. colours (1921-C1970
era) Also the upper of the two hull bands undergoing application.
7..............and finally an illustration
of the diverse ages of our members/volunteers, (L) Chris Marsden
(21) and (R) newly joined Jim Ellis, a sprightly 80 years young!! We
take pleasure in welcoming Jim to the working party group, for many
like Jim it is the knowledge they possess that counts above all,
this can be passed on to younger members, willing and able to learn
by carrying out tasks under the experienced eye of those not
necessarily as physically capable as they once were. The result?
Everyone benefits and enjoys a shared sense of achievement, which as
far I am concerned is what it's all about.
- Neil Marsden
Owing to some confusion over who
would prepare the article for the site and as a result, a little
later than intended, I am pleased to report that on Sunday 9th
July 2006, 'DAPS' played host to a most welcome group of
visitors from New Zealand. This was an organised visit which had
been arranged through Membership Secretary, Pat. Crecraft. The
group were on a 'Heritage' themed tour of the UK and had
expressed an interest in visiting the 'DA' to see what we are
As an organised visit, we were
able to make preparations for our guests which included some
concerted cleaning and tidying by our volunteers, as well as the
provision of refreshments on the day, again provided by a small
group of volunteers, additionally providing guided tours of the
In total thirty two visitors
attended on the day, together with DAPS Chairman, Tony Hirst and
his wife who had earlier given the group a tour of the Chester
Canal system, along with Pat and Di Crecraft who were
accompanying the tour throughout.
Once on board refreshments were
served, whilst Tony Hirst introduced the visitors to a short
history of the ship. There followed escorted tours of the
saloons, engine and boiler-rooms before the guests returned to
the promenade deck where they enjoyed more refreshments and
eagerly purchased souvenirs of their visit from the DAPS
merchandise available. The sales, combined with a generous
donation to the society from the group made a most welcome boost
to the DAPS funds. I think it is fair to say that the visit was
a great success and that all involved enjoyed the day immensely.
c/o Jen Marsden)
A special cake for a special day (It tasted
Chairman Tony Hirst and one of our New
Zealand guests cut the 'welcome cake'
The NZ Flag prominently displayed!
DAPS Member, Judith Hughes deals with
It is amazing how time flies and that
another weekend is fast approaching, so that it is nearly two weeks
since my last update. I have to say that we have been particularly
busy over the last week or so, preparing everything for the all
important boiler inspection which took place on July 04.
On the run up to the inspection, the
volunteers have been heavily engaged in scaling the outside of the
boiler shell and generally tidying things up, so to allow the
inspectors a clear picture of the boiler's condition.
In addition to this work we have
replaced the leaking tubes in the condensers and carried out further
tests. At the moment all seems well with the starboard condenser,
but it seems new joints are required on the port one, this became
apparent on Tuesday when we refilled the condenser and spotted a
slight leak from one of the casing joints. Hopefully this can be
easily rectified in the near future.
During the ongoing work we have
received additional assistance from the trainees from TTE who have
attended to lend a hand over the last couple of Tuesdays. They are
a most welcome asset and it is good to see these young people
getting 'stuck-in' under the careful guidance of our regular
volunteers, as well as their Tutor Boris Baugh.
The trainees have been involved in
removing the LP piston rings, re-assembling the main engine
air-pumps, stripping and overhauling more valves and making numerous
new joints, ready for the time when the valves are re-installed. No
doubt a job they will take part in when the time comes.
The heat wave of the last week or so
has meant that many of the ongoing tasks have involved hot and
thirsty work, so that the normally unsung efforts of our 'on board'
tea makers has been very much appreciated. Some activities have
involved work 'on deck' but in the main, the majority of jobs have
been below, in quite 'sticky conditions' so it is to their credit
that the numbers of volunteers remains as high as ever, in fact the
numbers continue to grow. Recent new members/volunteers include
Kevin Lytton and George Hayes, who we not only welcome to 'DAPS' but
to our ever growing workforce!
To return to the boiler survey, I
think it would be fair to describe the procedure as rather thorough
and involved no fewer than four gentlemen clambering literally all
over the boiler, inside, outside, underneath, on top and covering
just about every square inch of the thing. The fifth individual,
namely the NDT operator was unfortunately not available today, but
the survey has indicated specific areas requiring closer examination
and detailed measurement in this regard, so that matters can
Well we never expected a 50+ year old
boiler to be in perfect condition, but it could be worse and the
general consensus of professional opinion is that the boiler can be
fully restored. Naturally the extent of work required will
ultimately depend on the detailed measurement of plate thicknesses
to confirm the surveyor's assessment, so it's a case of fingers
firmly crossed, but I think I could risk a comment of 'cautious
optimism' as applying to the day's activities!
Volunteer John Huxley re-assembling the port main engine air pump
assisted by two TTE trainees
Volunteers Colin Brogan (nearest camera) and Chris Marsden inside the
starboard wing furnace attempting to remove some of the remaining
furnace 'furniture' ready for survey
Walter Graham instructing more TTE trainees in the removal of the main
engine LP top rings.
Marsden (yes he is my son, when did nepotism ever hurt?!!) Scaling on
top of the boiler shell plating
The boiler survey underway, I'm not sure of the collective noun for a
group of surveyors, 'posse' comes to mind, but we're in good hands,
we're sure of that.
Well the news doesn't look too bad??
LtoR John Griffiths (DAPS) Alan Holmes (MCA) Gordon Newton (Israel
Newton & Sons Ltd.- Boilermakers) David McDougall (DAPS
Project Consultant) and Bob Garnett (Royal & Sun Alliance,
That's me doing
something!! In the words of 'Master Mind' 'I've started so I'll finish'
Actually attempting to finish painting the funnel to 'brighten it up a
bit' an idea we started in dry-dock, but didn't quite complete. (It was
quite steep but I did have my safety harness firmly attached) (Photo:
'DAPS' Stand at
In this update, readers may already
know that working parties have now settled down to a less frantic
pace than that experienced whilst in dry-dock. Nevertheless, whilst
the weather is (mostly) favourable we are continuing with two
working parties every week, on Tuesdays and Thursdays as well as
alternate Saturdays, dates for Saturday meetings are
displayed elsewhere on the site.
In general, work aboard has been very
much a case of 'more of the same' with extensive cleaning of the
boiler both inside and out in readiness for our next scheduled
survey. In addition a preliminary test of both condensers has been
carried out, which has revealed (so far) two pronounced tube leaks,
one per condenser in fact! Further tests will follow to establish
no other minor leaks and that the replacement tubes when fitted are
properly sealed. On the subject of replacement tubes, it should be
mentioned here, that our close liaison with 'Kerne' and in
particular, Member Bob Adam, who has provided us with the necessary
items continues undiminished. As ever we are most grateful to Bob
and the 'Kernes' who have once more come to our aid. Naturally this
a healthy and mutually beneficial arrangement which we hope will
continue for a long time to come, whereby a common pool of spares
can be built up and utilised freely by either group. Amazingly Bob
not only devotes a great deal of his time and energy to 'Kerne' and
the 'DA' but still manages to assist aboard 'Challenge' on occasion
as well as his interest in traction engines too!! I understand as I
write this, Bob and friends are actually 'afloat' researching
canal-side hostelries in the region, so continuing his vital work
even during his 'holiday'!!
with Inland Waterways, this year's 'IWA' Rally is being held at the
Boat Museum, Ellesmere Port, where once again 'DAPS' has been
invited to attend and set up our promotional stand. Our first day,
today (Saturday) was a great success with several new members
joining the society and the promise of still more to come. Visitors
will find much to see at the Museum with the newly refurbished
exhibition hall now open, with some very impressive displays and
much evidence of IT at every turn, a real 'hands on' experience for
young and old alike.
Aside from 'DAPS' several other
societies are represented during the rally and numerous craft stalls
too. Excellent catering facilities are provided by the new cafe
located at the main entrance, plus a gift shop and during the rally,
a bar for those in need of something a little stronger! All in all,
well worth a visit.
a good turn out of visiting boats, our 'old friend' the steam narrow
boat 'President' and the recently restored 'Shroppie Fly' 'Saturn'
are both in attendance and looking very well cared for indeed. See
photos (I admit I forgot to photo the 'President' properly, as I got
talking!! But hope you find the photo of her engine of interest!!)
For more on 'President' please see our 'Links Page' for
more on 'Saturn' please visit,
photos also show our 'volunteers' at the stand, along with a most
welcome visitor in the form of Councillor E.Lloyd, Mayor of
Ellesmere Port and Neston, who expressed a keen interest in our
Last but not least a special 'Thank
You' to Sue James, a resident of one of the nearby canal-side
properties, she called to the stand and generously donated a
collection of MSC.Co Uniform buttons for our archive collection. Sue
having the good fortune to overlook both the Museum exhibits and the
daily traffic passing along the ship canal was keen to offer the
'DA' crew pots of tea when we return to the waterway following the
restoration, we will hold her to that one!!
A very busy day aboard on Tuesday
June 13, with fourteen volunteers in attendance plus a visit from
our friends at TTE, in Ellesmere Port.
Aside from making good progress on our
work schedule, we had great pleasure in welcoming TTE's Boris Baugh
and a new intake of trainees to the 'DA' this morning. As readers
may already know, we have for some time enjoyed the help and support
of the young men and women starting out in their training to become
the engineers of the future.
The trainees attend the TTE
(Technical Training Group) facility at Ellesmere Port, Cheshire (www.tteltd.co.uk)
where they are taught a wide range of skills to prepare them for
careers with various companies located in the region.
Much of the training involves
practical engineering skills so that during our association with TTE
this has proved of value both to the trainees and 'DAPS' whereby
they are able to get some 'hands on experience' while at the same
time assisting us with such tasks as overhauling valves and so on.
To give the trainees an insight
into how the skills they are learning are put into practice,
whenever possible, they are invited aboard to lend a hand. Today saw
them assisting Member Peter Irlam in removing the main engine
cylinder covers in preparation to measure the cylinder bores. Peter
a one time apprentice of the Manchester Dry-Docks Co. with fellow
'DAPS' Member John Huxley, actually worked on the installation of
the 'DA's' current boiler, back in 1953, so that it was very
apparent that Peter was in his element today, passing on some of his
skills to today's trainees.
In all, nine young men and one
young lady came along to learn just a little about the 'DA', her
history and something of how she will operate when restored, as well
as how their efforts help us.
As we welcomed our young guests, we
also noted the departure of an 'old friend' as the Cammell Laird
built, 'Oberon' Class submarine, 'Onyx' made her way out of the
Mersey, possibly for the last time.
Until recently part of the
'Historic Warships' collection in Birkenhead Docks, 'Onyx' was en
route to her new home in Barrow, where she is destined to become the
centre-piece of a new leisure facility there. Sadly she could not be
retained on the Mersey, but at least it's good to know she won't be
too far away and will hopefully enjoy a long life in 'retirement' We
wish her well!
Trainees gather for a 'group shot'
trainees attending the starboard engine and yes that is a young lady at
assist with the removal of the cylinder covers (Port Main Engine)
accompanied by Adsteam's 'Canada' passes Salisbury Dock
BY WAY OF COMPARISON
For those perhaps unfamiliar with
what is involved in the restoration of a rare example of our
Maritime Heritage, they might be forgiven for assuming that those
involved in the process are frequently drawn from the ranks of that
group of enthusiastic amateurs we affectionately call 'anoraks'
In 'DAPS' we are most fortunate in
that amongst our dedicated volunteers, we have, from the outset of
the project enjoyed the involvement of several maritime and other
Their expertise is invaluable in
ensuring not only that the job is done right, but that in our
dealings with representatives of regulatory bodies, contractors and
so on, it is readily apparent that we can deal on equal terms. The
mutual respect this generates is, as might be imagined of
considerable benefit and will no doubt go a long way in ensuring the
ultimate success of the project.
By way of illustration, a couple of
photographs, the first showing 'DAPS' Members, Steve Lawrinson and
John Deakin, both Chief Engineers. John as most readers will know
has an association with the 'Daniel Adamson' stretching over some
fifty years and happily describes himself as 'a Shovel Engineer'
having started out as a 'fireman' and rising to a Chief Engineer
with the Manchester Ship Canal Co. serving on many of the company's
vessels and shore installations. His knowledge and experience in the
operation of the 'Daniel Adamson' is unequalled and we are most
fortunate in having John as our 'Chief' and Working Party
Steve is a
serving engineer with an international company specialising in the
commissioning and operation of some of the world's largest container
ships. His present duties see him in the yard of Samsung Heavy
Industries, South Korea where he is engaged as Commissioning Chief
Engineer of the brand new 9,600 TEU container ship 'Xin Los Angeles'
currently undergoing sea trials there.
The trials so far have identified
some minor problems with the vessel's prop. requiring a little 'fine
tuning' Nevertheless she managed a speed of 28 knots without
difficulty on just 85% of the main engine power, despite the snag
with the prop. Designed for a service speed of 25knots, the
're-tuned' prop should allow the ship to maintain this speed without
can be seen from the photos, the comparison of scale is quite
daunting between the props. fitted to 'Daniel Adamson' (left - Neil
Marsden) and that fitted to 'Xin Los Angeles' (right - Steve
Lawrinson)! Note that the vessel has been ballasted to expose the
prop. sufficiently for the adjustments to be made while she lies
afloat, ordinarily to fully immerse it requires a draft of 9.3
BOILERS & CONDENSERS
It's been about three weeks since we
returned to Liverpool following our extended period of dry-docking
and associated work in Birkenhead, during which time our volunteers
completed an amazing 2000 hours or so of some very important work
aboard. Our return to work was delayed briefly whilst our normal
berth at Salisbury Dock was unavailable due to it's being used as a
film set, so that work did not resume until the latter part of May,
when things returned to some semblance of 'normality'
Importantly the work to remove the
remaining boiler fire tubes and smoke box resumed as planned, with
NSL's Jim Ash returning to complete the job. The next phase, after
removing all the old tubes and smoke-box parts was to set about
'cleaning up' and to prepare the boiler interior for further close
examination by the surveyors. With all but a few tubes removed
(those retained, remain to provide alignment/rigidity between
the combustion chambers/tube plate) access is greatly improved as
will be seen from the accompanying photographs, allowing a closer
view of the furnace's external surfaces, combustion chambers and
stays etc. It may be noted that the furnaces do display some pitting
externally, but the extent of this and it's implications will depend
on further NDT testing and the surveyor's expertise. Whatever the
outcome, we are content that it is essential to ensure the safety
and long term life of the boiler above all.
By applying this criteria to the
vessel as a whole, we hope to make certain we have covered
everything in order to ensure as complete and thorough restoration
as is possible. If an item cannot be economically restored or
repaired, then we must budget for a replacement and be in a position
to justify our findings. As we propose not only to operate the
vessel 'in steam' but to carry passengers too, as one might expect,
only the most stringent regulations apply and we fully accept the
need for compliance. We cannot discount the fact that the vessel's
most modern components are over 50 years old, while a great many
more date from 1903! Add to that the fact that the vessel was
largely 'derelict' for twenty years, so that we must be 100% sure of
every detail. The ongoing surveys are designed exactly with this in
In truth the vessel's condition is
remarkable for her age, so much so, that with very modest outlay,
she could be restored to a 'static role' quite easily. However, this
has never been our intention and from the outset it has been planned
to fully operate the ship. Two dry-dockings in just over two years
since the formation of DAPS, have shown that a full restoration to
passenger carrying operation is entirely practical and given
sufficient support equally feasible. The vessel is of a such a
modest size and in such generally good condition as to make this
a totally viable project.
Whilst in dry-dock somebody ( I won't
mention who!) asked me, 'Is it worth the effort?' My answer
(suitably modified here!) was along the lines of, 'Why yes, would we
(volunteers) do all this work for nothing if we thought
With our next working party, we will
have completed over 13,000 hours of work aboard, with much still to
do, many more hours are spent elsewhere with a thousand and one
tasks, the reason? Because we know
it's worth it. We know how important it is to succeed and to save
this unique vessel, not just for our benefit, but for everyone.
Well here's what the volunteers
have been doing lately.... [CLICK
Edition 8 of the "The
Tow Line" should now be with members. If you have not yet received your
copy you should get in touch. Edition 8 contains
HOW'S THIS FOR A DAY
not spending a great deal of his leave working as a volunteer aboard
'Daniel Adamson' Member Steve Lawrinson is Chief Engineer of one of the
world's largest container ships.
Steve returned to his 'day job' in mid May and
is presently 'standing by' a new vessel for the 'Seaspan' fleet of super
large container ships under construction at the Geoje Yard of Samsung
Heavy Industries, Korea. Steve's photo shows the yards' 3000 Ton
capacity crane barge installing the 1200 ton accommodation block of a
sister ship building at an adjacent berth. Quite a contrast from our day
to day routine aboard the 'DA' with our 1 ton chain block 'heavy lifting
PRISM FUND AWARD
A grant award of £8,000 has been
received from PRISM fund on May 16, 2006. With the confirmation of
this award the target for funding the survey project has now
more funding will be required to get the Daniel Adamson back onto
service, therefore, donations and other financial support is still
required to build up resources for further work.
'Daniel Adamson' left Monk's Ferry
No.4 dry-dock on May 15 after two weeks high and dry. Unfortunately
the same could not be said for the weather with leaden skies and
continual rain for the duration of the un-docking and river
transit. Before the dock was flooded we had enough time to
establish where the rain was seeping in through the expected
unplugged gaps and crevices, before we set about the task of
ensuring these were our only source of 'leaks' Aside from the
removal of the props and shafts which had necessitated the fitting
of suitable 'blanks' we had taken the opportunity whilst out of the
water to examine a number of the ship's side valves. As the dock
began to fill we checked these several times before we were
satisfied that all was well.
As you will know we had been sharing
the dry-dock with two other tugs, fellow veteran 'Kerne' and
Adsteam's 'Gladstone,' so when four more towing vessels appeared
outside the dock entrance, with yet more in close proximity it was
certainly a big day for any tug enthusiasts present. Three of
Adsteam's Liverpool fleet attended, 'Canada' to handle the dock
caisson, 'Trafalgar' to assist 'Gladstone' to NSL's 'wet basin' for
engine trials and 'Bramley Moore' to provide our tow to Liverpool. 'Kerne'
was appropriately in the care of 'Safe Hand' a locally owned edible
oils tanker. Waiting to take our place in the dry-dock was 'Carmet
Towing's' 'MSC Victory' and a dumb tank barge. Carmet's 'Audrey' was
also to be seen in the river close by.
All three vessels left the dry-dock
without incident and parted to go their separate ways, 'Gladstone'
the short journey to the 'wet basin', 'Kerne' to Canning Dock
within the area occupied by the Merseyside Maritime Museum and
'Daniel Adamson' we thought to our
old berth at Salisbury Dock, Liverpool.
Photos of the river transit by Ian
CLICK HERE ]
Our entry to Liverpool docks was
slightly delayed as we waited the departure of HMS 'Middleton' a
'Hunt' Class minesweeper which had just completed a courtesy visit
to the port. We were soon taking our place in Langton locks and
several persons present commented that it was rather like 'the old
days' with no less than eight vessels in the lock together! While
it might not have been exactly like the 'old days' with a large
British cargo liner and her escorting tugs waiting to 'lock-in' it
was an 'all UK' registered flotilla, which must be pretty rare
today. The eight comprised two small tankers (including 'Safe
Hand') the tugs 'Audrey' 'Canada' 'Trafalgar', 'Bramley Moore'
the 'DA' and the MD&HC's survey
Shortly afterward as we approached
our old berth we were advised that it would be temporarily
unavailable, as a film crew were soon to start filming a documentary
about Jesse Hartley's famous 'Victoria Tower' six faced clock, which
stands adjacent to the berth. Accordingly for the time being we have
been allocated a berth at the entrance to Clarence Dock, ironically
the very dry-dock, the closure of which necessitated our time in
Birkenhead! Almost two years exactly from our first dry-docking.
So until the film is, as they say 'In
the can' we are unable to resume working parties. It is expected
that all being well we should be back on our regular berth by early
next week when I hope to advise the new working party dates.
To close an assortment of photos of
events leading up to and including today's return to Liverpool.
- Neil Marsden
Starboard stern tube blank in place
Stb'd. 'A' frame bearing in the process of
being sealed up
Painting almost complete (waiting for a
longer ladder for the funnel!!)
Starboard bow view, not looking bad
for 103 years old!
'Lottery Ladies' Georgina & Claire from the
HLF's Manchester Office visited on Friday last for a closer look at the
'DA' and to see first hand what is involved. (Colin Brogan)
Moore' takes the strain
'Canada' at the caisson.
'MSC Victory' and charge, await their turn in dock.
for the crossing, at least the weather doesn't seem to have dampened
COUPLINGS SHAFTS &
It has taken several days to first
remove the propellers and then to withdraw the tail shafts, suffice
to say it took a lot of hydraulic power, the application of
considerable heat and a great deal of 'persuasion' to finally remove
the shafts to allow an inspection by the MCA Surveyor.
The verdict? Well the starboard
shaft has suffered quite a lot of corrosion between the inner
bearings and for long term safety needs to be replaced, the port
shaft is less damaged, but subject to the relevant funding we hope
to replace both, retaining the port shaft as an 'emergency spare'
Basically the whole purpose of
this dry-dock period has to been to allow major, detailed surveys of
the hull, internal steelwork, prop. shafts and ultimately the
boiler also. While the hull is generally in excellent condition for
a vessel of this age, there are some areas, particularly under the
boiler and stokehold which require replacement.
For passenger operation 'patch and
make do' won't 'do' at all. We have always been fully aware of the
stringent requirements required to achieve class and have from the
outset striven to fully cooperate with the MCA in this regard.
Accordingly a section of hull
plating will need to be replaced. This will result in a uniform
plate thickness throughout the hull together with the replacement of
potentially defective frames in the same area. In short this will
result in a virtually 'as new' hull and will have the added
advantage that the steelwork will be protected from the outset with
the latest anti-corrosive coatings, ensuring a prolonged life. We
expect that the boiler will receive similar extensive refurbishment,
but as has been mentioned previously, we have always considered this
to be the preferred option. Once again the restored boiler will be
to all intents and purposes 'as new' whilst the prop. shafts, or at
least the tail-shafts will be new.
Naturally this is all going to cost a
large amount of money, but certainly no more than we anticipated at
the outset of the project, ultimately it represents great value in
that the restored vessel will remain to all intents and purposes
largely original, yet 'restored' to 'as new' standards. Not only is
this essential for safety reasons, our paramount requirement, but
for the long term 'life' of the vessel. After all she has lasted
over a hundred years already so to use that old nautical phrase, 'don't
spoil the ship for a ha'peth of tar' seems about right.
Of course the restoration will
need a great many 'ha'peths' but we are convinced that the vessel's
historical significance and size, combined with the ability to
operate whilst carrying a full complement of passengers makes her an
ideal candidate for preservation, together with the funding this
requires. So as we prepare to leave the dry-dock in the next few
days, albeit without our props and shafts, we are already well
advanced in our project planning stage, with detailed surveys of
much of the major work needed already in hand.
The coming months will
involve a detailed assessment of all the work required, the
identification of suitable contractors and estimates of the likely
costs to be met, before the submission of our application for major
funding. We are justifiably proud of our progress to date and hope
to maintain the same impetus now and in the future.
We are under no illusion that we
have much still to do, so that your support is every bit as
important now at this crucial stage as it was at the outset of the
project. Membership renewals are now due and existing members will
be receiving a reminder in the next edition of 'Tow Line' which
should be in the post any day now. If you are not already a member
please consider joining, the more support we can show, the better
our chances of securing the essential major funding needed!
- Neil Marsden
A BUSY WEEK FOR VOLUNTEERS
By way of an update, in case
readers may think that things have been a little quiet lately, I
thought it would be of interest to report on activities aboard
'Daniel Adamson' over the last five days. Firstly some facts and
During the week no less than
twenty four 'DAPS' members have freely contributed some 320 hours of
their time to the project, bringing the current total of recorded
hours expended since records commenced in May 2004 to 12,000.
My records I hasten to point out,
relate solely to the work aboard and/or in some cases hours engaged
staffing our promotional stand. The hours do not include keeping the
records, the work of the 'behind the scenes' members dealing with
contractors, suppliers, research etc. etc. Nor for that matter
maintaining our web-site.
The figures quoted for this week have
been entirely derived from work aboard and I hope to give some
account of what has been involved.
The week started off 'quietly' in
terms of numbers, with just four attending the vessel to continue
the anything but quiet task of scaling the boiler-room frames and
steelwork. This involves cleaning the steelwork to allow an accurate
NDT test for wear/corrosion and involves the use of both electric (Hilti)
and air powered needle guns. Not surprisingly most of this work
tends to be in the close confines of the area beneath the boiler, so
as well as being heavy, dirty work it is also extremely noisy and
very dusty. Masks, gloves, ear defenders etc. etc. make for greater
safety but as anyone knows not necessarily greater comfort!! Even
fully 'protected' those engaged emerged looking very much like coal
miners at the pit face!
John Pickering (minus
helmet for the photo!) completing one of the bays
An idea of the confined
Colin Brogan, clearing
out another section as work progresses. (left).
Without giving the game away about
ages here too much, it may tactful to mention that John's first
ship, as a young stoker was the battleship HMS Howe ( he also served
aboard Britain's last and arguably best, 'Battlewagon' HMS
'Vanguard' and later on 'Ark Royal' the later of two aircraft
carriers of that name, built by Cammell Laird)
Colin on the other hand was a Merchant
Navy engineer with Bibby Line, back when they carried passengers and
in the case of at least one of his ships, 'Oxfordshire' troops!
Tuesday saw twelve volunteers in
attendance, the scaling continued along with several other jobs,
drilling damaged studs from boiler mountings, stripping down valves
and replacing those having been overhauled ashore....
Walter Graham working
to extract a damaged stud from boiler feed inlet. (Walter, a Mersey tugman for many years, today specialises in large commercial diesel
Remember this 'chappie' ?
This 'silver orb' is the port main engine control valve, the same
one which gave us such a battle to remove (and reported on in detail
in these pages) some time ago! Looking a good deal better and fully
overhauled, complete with a new coat of paint, the valve has been
temporarily replaced, note the exposed metal of the HP cylinder
(following the asbestos removal) to which it is attached. Ultimately
the cylinders will be re-lagged and the metal sheeting replaced with
new as work progresses.
Wednesday involved ten volunteers,
again some managed more scaling, while others made ready to move the
vessel! We had been notified that Thursday would see a second
attempt to dry-dock the ship, but on this occasion at Birkenhead,
Monk's Ferry No.4 Drydock, adjacent to the former Cammell Laird
Incidentally the yard is overlooked
by the site of Birkenhead Priory a fascinating place to visit in
it's own right. Certainly one of the oldest buildings in Birkenhead,
dating from c.1150 and amongst other claims to fame or rather it's
monks, the origin of the first Mersey Ferry!
The spire of the adjacent St.Mary's
Tower can be climbed to reveal a wonderful panoramic view of the
dockyard, each step of the tower commemorates the name of a victim
of the 'Thetis' disaster and as such provides a moving memorial.
Certainly well worth a visit,
especially while the 'DA' lies in it's shadow. Please see
http://www.wirral.gov.uk/ED/birkenhead_priory.htm for more
Shows the 1948 built 'Weaver
Packet' 'James Jackson Grundy' warming up to assist 'Daniel
Adamson' and 'Kerne' to move from Bidston through Birkenhead Docks
in readiness for Thursday's dry-docking.
Built by W.J. Yarwood &
Sons Ltd. of Northwich, 'JJG' is powered by a four cylinder Crossley
main engine (see also
and is based on the Mersey. With close links to the ST.'Kerne' and
some mutual crewing arrangements, the 'Grundy' was kind enough to
assist in moving the 'DA' first to Vittoria Dock on Wednesday and
again on Thursday, through the system to Alfred Basin.
'Daniel Adamson' & 'Kerne'
await the move to Vittoria Dock, Birkenhead.
Thursday saw fourteen DAPS members,
together with crew from the 'Kerne' and 'James Jackson Grundy'
assemble for an 06:30 start. DAPS members David Broomby and Gordon
Owen joined the crew of 'Kerne' to assist with the ropes etc. while
first the 'DA' was moved to the basin, then 'Kerne' in readiness for
the short river transit to the dry-dock.
When the river entrance at Alfred had
levelled the vessels moved off, 'JJG' towing 'Kerne' while the 'DA'
was collected by Adsteam's Voith Schneider tug, 'Gladstone' with
whom we would be sharing the dry-dock and who had generously
provided the tow.
The 'convoy' waiting to 'lock
out' at Alfred basin.
'DAPS' help crew 'Kerne' for
the tow (Gordon Owen left, David Broomby, right.) (Gordon a joiner
by trade has family ties with the Canal tugs, while David was
another former Royal Navy man)
Chief Engineer John Deakin
(R) with over 50 years association with the 'DA' chats to Jack Nulty,
another 'tugman' (Lamey's, Alexander Towing/Adsteam and
coincidentally former Chief Engineer of 'Gladstone') while the
vessels are positioned over the blocks.
Adsteam's 'Gladstone' is
aligned for the blocks.
'Kerne' is positioned
to lie against the dock wall.
Despite one or two snags, all went
well in the end and by 17:30 all three vessels were safely in
position and secure.
Finally, Friday with numbers back to
normal and five volunteers in attendance, our intention being to
press on with the removal of some of the concrete which lines the
vessel's bilge. In order to thoroughly examine the hull
steelwork/frame joints, it is necessary to expose a small area
alongside the joints, by removing the concrete lining from this
area. Rumour has it that this concrete layer dates from about World
War 1 and we know that it's pretty tough. Suggestions for it's
purpose vary, but one theory proposes it was installed as a
protection against the effect of mine blast. It has been suggested
that both 'Ralph Brocklebank/Daniel Adamson' and 'Lord Stalbridge'
were so fitted to be taken up as auxiliary estuarial minesweepers,
should the need arise, but confirmation of this theory seems
unlikely. Of course if anyone out there can shed some light on the
story their comments would be most welcome.
In any event, the work could not proceed
today for want of a compressor, which having been arranged did not
materialise. Meanwhile hull cleaning got under way and preparations
to remove the props was also started. For our part we busied
ourselves both aboard and in the dock itself. The weekend and Bank
Holiday Monday means that work will resume, no doubt with a
vengeance on Tuesday. Apologies for no Saturday working party this
week, but we hope to be back to normal as soon as possible.
As you can see we've had a pretty full
week and we hope in the near future to show the full effect of our
labours, in the meantime some dry-dock views to finish off.
Starboard side view of props, on
drawings these are shown offset, however, the drawing clearly
exaggerates the actual appearance, note the Salisbury Dock mussel
view starboard prop and 'A' frame, note the deterioration over two
years of 'sacrificial anodes' newly fitted in 2004 and doing the job
they were designed for!
(No we're not planning to eat the
Jack Nulty & Steve Lawrinson
examine the hull
'DA' and 'Kerne' 'High
Adsteam's 'Gladstone' - 'Look
Close up view of Gladstone's
twin Voith Schneider propulsion units
- Neil Marsden
MR ASH GETS BURNING
As mentioned in the previous
article, work doesn't stop just because we had a problem
dry-docking, the accompanying photos show NSL employee, Jim Ash
setting to work burning out a number of rivets from the centre
On a recent visit our boiler
surveyor noted some wasting of the metal in the area towards the
front of the lower part of the centre furnace, it is believed
this has been caused by the action of removing ash from the
boiler over a number of years, surprisingly, the wing furnaces
do not appear to display the same extent of wear.
Appropriately named for the
task in hand, Jim Ash is seen burning out the rivets in the
affected area to allow closer examination and for consideration
of an effective repair. Shortly after taking these photos in an
effort to assist Jim I took up a small lump hammer and a metal
drift in order to hammer out the remaining rivet ends.
Very regrettably one badly
aimed blow struck Jim on the arm, fortunately without serious
injury and my assistance was declined thereafter! I am pleased
to report that Jim completed this task (unaided) and moved on to
start burning out the boiler smoke tubes, apparently none the
worse for my unintentional assault.
In the circumstances I decided
to busy myself elsewhere during this period, no doubt much to
Jim's relief, hence no photos of the tube burning were taken
today. This is obviously a major task with something in the
order of 190 tubes to remove, so no doubt an opportunity for
further photography will arise, unless of course Jim puts the
lump hammer through my camera!! I'll let you know....
Jim Ash sets to work on the rivets
Flash photo showing the
operation in slightly more detail ( I did warn him I was using
flash, perhaps I should have warned him about my aim with a lump
hammer as well!)
- Neil Marsden
DRY DOCK - NOT QUITE!
For the those anxiously awaiting news of
the dry-docking scheduled for Friday last, I have to report that things
didn't quite go according to plan, not just with the dry-docking but
also John Luxton's computer which came under a virus attack as we were
about to report the latest developments. Hopefully now, John has managed
to sort out the computer, so to news of the dry-docking.
8.30am Friday saw a dozen volunteers
from DAPS, along with several crew from the ST.'Kerne' and a similar
number of dockyard shipwrights in attendance to move the two vessels
into the Bidston dry-dock.
'Kerne' was manhandled into the dock
first and lay against the wall, while soon after the 'Daniel
Adamson' was propelled in similar fashion to her designated spot in
the middle of the dock. Aside from a tricky moment or two as the
high winds of the day did their best to disrupt proceedings, within
an hour or two, the 'DA' was secured in a central position held by 'turfing
wires' by which her position could be accurately maintained, as the
dock was slowly pumped out.
It should be borne in mind that the
dock in question is of considerable size and has recently held some
substantially sized vessels, amongst them 'Ben my Chree' which
vacated the dock just prior to our entry. Accordingly with both the
'Kerne' and the 'DA' taking up very little space and displacing just
a few hundred tons between them, there remained a great deal of
water to drain before we could sit high and dry. As has been
mentioned the plan was for the 'Kerne' to lay against the wall,
sitting on the dock floor, whilst the 'DA' was to have sat on blocks
in the more conventional fashion. Unlike our first dry-docking in
2004 at Clarence (sadly no longer available) Bidston is both too
large and of such a design that shores (timber support beams) cannot
be used. The responsibility for the safe dry-docking of every vessel
is in the hands of the Foreman Shipwright, who in most cases is
assisted in this task by the availability of what is known as a
'docking plan' Unfortunately in the case of the 'Danny' this no
longer exists, or rather we don't have one. In point of fact amongst
the many tasks to be carried out during this dry-dock period it is
proposed to draw up a new one, but of course this requires the
vessel to be high and dry first.
In order that the vessel should sit
safely on the centre blocks, added support is needed elsewhere. When
shoring cannot be used, additional 'bilge' blocks must be placed in
strategic positions to provide this added support and it is the
responsibility of the foreman shipwright to judge where these should
be placed. Without a full plan the difficulty of this task is made
much worse. Ultimately about 3.30pm on Friday afternoon, the 'DA'
began to settle, stern first on the blocks. All seemed well at
first, but as the vessel levelled off it became apparent to the
experienced eye of the foreman shipwright, that there was a risk to
the ship were we to proceed further, accordingly the pumps were
stopped. A brief conference was held during which Mr Wong the
Foreman, declared his fears for the safety of proceeding further. In
a nutshell the risk of the vessel falling from the blocks was a
distinct possibility, which in turn could jeopardise or quite
feasibly finish the project completely, by damaging the vessel so
severely as to render her beyond repair.
As in all things safety is of
paramount importance and despite great disappointment we were happy
to concede to Mr Wong's professional opinion. Accordingly the dock
was re-flooded and the vessels secured alongside. For those
'trapped' aboard 'Kerne' for the descent and now compelled to remain
during the ascent also it was a very long, cold day. Those of the
'DAPS' volunteers who had remained until the end had at least
managed half an hour's shelter in the warmth of a dockside hut, but
by the end as might be expected everyone felt pretty cold and
miserable, not least the shipwright's themselves having spent an
equally fruitless day!
Naturally you will ask several
questions at this point, first of which is, 'What happens now?'
Well the answer to that is that only one other dry-dock is suitable
and available in the immediate area. This is No4 dock at Monk's
Ferry, Birkenhead. As has been mentioned our presence on the Wirral
is solely due to the loss of Clarence Dry-dock, which as Bidston has
proved impractical, leaves just Monk's Ferry. While still a
relatively large dock, we understand that shores may be used and the
risk to the 'DA' reduced considerably. Q.2 (I'm ahead of you!!) Why
didn't we go there in the first place? Answer. 'What's this
we business?? Well actually you will recall that
we had to have the asbestos removed before any further work could
proceed. Bidston lay by berth provided the ideal location for this
with all the necessary facilities and security essential for this
sensitive task. The fact that it took much longer than was
originally expected did not cause a problem with this berth, so in
that sense Bidston was ideal. Had the docking gone according to
plan (if we'd had plan, it might have!) all would have been well,
but better safe than sorry. There will be some delay and another
tow to arrange, but everyone involved is going the extra mile to
resolve the issue and hopefully things will be back on course soon.
Meanwhile there is a fair amount of work which would have taken
place in dock, which can be carried out whilst we wait. If anything
this will allow better access for the respective tasks to be
performed without people tripping over one another. This work
includes the burning of the boiler tubes and some of the NDT
testing. It does not preclude initial examination of the vessel by
the various authorities concerned in overseeing this phase of the
project. Ultimately this will probably reduce time in dry-dock in
the long term also, so as they say it's not the end of the world by
Somebody out there will probably be
forming the question, 'If the Kerne could lie against the wall, why
couldn't the 'Danny' also? Well for the tasks that 'Kerne's people
propose that's fine, for the work we need it's not. The extensive
NDT testing of the hull requires maximum access, including
underneath the keel for one, but in general terms the vessel needs
to be accessible as far as possible and this could not be achieved
any other way.
The photos by Eddie Doig and myself,
will hopefully give an impression of what the day involved....
DANIEL ADAMSON DRY DOCKING
There has been a slight delay in
preparing the Bidston Dry Dock for the entry of the Daniel Adamson, due to
workers from NSL being required to set up dry dock #7 at NSL for an
As a result the DANIEL ADAMSON is now
expected to enter NSL Bidston Dry Dock on Friday April 07, 2006.
DANIEL ADAMSON DRY DOCKING
The DANIEL ADAMSON is expected
to enter dry dock at NSL Bidston on Wednesday April 05 for a two week
dry-docking. She will be sharing the dry-dock with KERNE.
Please note that during dry
docking, access to the vessel will be limited to a limited number of
society officials who are required to liaise with NSL during the dry
Owing to a family bereavement and my own ill
health I have been unable to report on progress aboard the 'DA' for some
time now, however, today I rejoined the working party and took my camera
along to record some of the progress being made.
You will be aware that the asbestos
removal took a little longer than had been anticipated but the finished
result was well worth the wait. Since the vessel was handed back to DAPS
following the 'all clear' a great deal of work has been carried out in
removing the boiler fittings. These vary in size from some small drain
cocks, right up to some very large (heavy) valves, the two largest being
the safety valves and the main steam stop valve atop the boiler itself.
With the lagging gone the boiler shell is now exposed and much as we
expected appears to be in first class condition. The boiler fittings
have, after several years lack of regular attention become reluctant to
part company with the boiler shell and it has involved some considerable
effort in removing many of these. Once removed the various items are
stripped down, ready to be cleaned, overhauled and tested before being
replaced at a later date. Naturally all have been carefully identified
by their individual reference numbers and cross checked with our pipe
drawings, prepared some time ago by Member, Mike Williams.
Mike has also prepared drawings of the
existing smoke box from which a new replacement will be manufactured as
work on the boiler progresses. At the present time all indications are
that the boiler is in generally good shape and capable of a full
restoration, naturally there will be a lot of work, not least the
renewal of all tubes, a major task in itself but well worth the effort
to ensure a first class job. There will be a lot of other work to be
carried out and we hope to report on this in more detail subject to
official surveys in the not too distant future. The ultimate aim is to
end up with a boiler, 'as good as new' thus ensuring a long and safe
working life for the future. It is probably no exaggeration to say that
the boiler is the ship's 'heart' and that the success of the entire
project depends upon it. As will be seen from the accompanying
photographs the volunteers have been very busy already removing most of
the boiler fittings with just a few remaining now. In all about twenty
six items need to be removed, in some cases this involves the removal of
associated pipe work also. Everything needs to be cleaned and tested
before they can be replaced, in some cases, for example the main steam
stop valve will require replacement to comply with modern safety
standards. As you might imagine these items do not come cheap yet
nobody is in any doubt that no price is too high where safety is
concerned. We basically work to a simple motto in all activities,
'there's a right way and a wrong way to do things' We only propose the
first course, the right way and by sticking with
this principal we shouldn't be too far off the mark in all that we do.
Well here are today's photos, I will try
and explain what is what!
The first photo shows John Huxley and
Jack Nulty in the process of removing the 'blow down' valve from the
lower starboard side of the boiler shell.
second (right) shows Jack suitably jubilant after the removal of said
valve, understandable when it is explained that these valves are secured
by up to eight studs and a substantial spigot penetrating well inside
the boiler shell itself!
photo (left) shows the main steam stop valve, still in situ, but
(almost) ready for removal, it's a biggun' isn't it??
for the moment the boiler front plate (right)showing still more evidence
of the work in progress.
- Neil Marsden
WORKING PARTIES - IMPORTANT
Whilst the vessel remains at Bidston, working parties will need to be
arranged at short notice and may be subject to change. For the time being
could volunteers please confirm the time and venue (i.e. Bidston or
Liverpool) by telephoning John Deakin on the evening prior to any normally
scheduled work day.
ASBESTOS REMOVAL COMPLETED
The society is pleased
to report that Mal Rod completed the removal of the asbestos from the
Daniel Adamson on March 17 after five weeks work.
The next stage is to
remove boiler fittings in preparation for a visit from the boiler
inspector who will be visiting shortly.
It is hoped that the
DANIEL ADAMSON will enter NSL's Bidston Dry Dock shortly after the
completion of the refit of the BEN-MY-CHREE which will be early April.
It's now a week or two since the last update and the announcement
that 'DAPS' has already entered it's third year of existence, so for the
benefit of all who check the site regularly for the latest news I
thought I should attempt to keep everyone up to date with what's
From the feedback and 'Guest Book' entries we receive, it's
obviously important to maintain regular updates on where we're up to
with the project and when the opportunity arises address issues which my
comments occasionally raise. I should firstly point out that any
comments I make on this site are my own and don't necessarily represent
the views of the Council or membership as a whole.
As it is I attempt to provide the latest information on current
progress and in the case when there isn't a great deal to report, share
some of the research I have been carrying out into the history of the
vessel in the form of articles, again compiled with the same proviso,
that the opinions expressed are my own and not representative of anyone
else. In the main, feedback on the articles has been generally
favourable and so far have not resulted in the exposure of any glaring
errors, but I am the first to state that 'the man who knows it all
hasn't been born yet' so as I have said before, if I get it wrong let
It seems in a recent posting I appeared to imply, to one or two
folk, that as far as the working party volunteers are concerned the need
for 'chipping and scaling' was in some way a menial task and that the
engineering aspects of the project were far more significant. I have
looked again but cannot actually see where I have suggested this, if
indeed I have implied this, then I apologise unreservedly. What I do
re-iterate, is that as the restoration moves forward we (the working
party volunteers) will increasingly have less to do. We have spent two
years 'conserving' the vessel and her condition overall is an amazing
improvement on that in which she came into our possession. From here on
our policy is to restore the vessel in the most effective way, we
propose that the restoration should be as complete as possible and done
so as to extend the working life of the vessel for many years to come.
In other words if a component that is worn, damaged or corroded can be
replaced, 'as good as new' then surely this is the preferred option to
'make do and mend' whereby only a short term solution is provided. For
example we are already 'crack testing' shafts etc. not merely to comply
with stipulated requirements laid down by the MCA, but to verify the
best means to ensure the long term, safe operation of these components.
By the same token we do not propose a policy of 'fix it even if it ain't
broken' either. This is a restoration, not a replica and from recent
correspondence on other web-sites, an issue of heated debate at the
present time. The boiler is the primary example of the case in point,
we hope that the existing boiler can be fully restored to
safe, long term, operation. If repairable, it must be as
good as, or better than a modern replacement. Few doubt the quality of
workmanship and materials used in the original and feel that it is
unlikely to be bettered today. That said, it must last, it must operate
correctly and above all else it must be safe. This criteria should and
will apply to every part of the vessel and there can be no exceptions.
We propose also that where the means exists to carry out work
using modern techniques, which provide a speedier and equally
effective/improved result, that we utilise the technology. An example
would be the choice of using modern cleaning methods to remove all
paint/rust etc from the aft accommodation area against traditional
chipping and scaling, methods. All agree, if done properly the old
method works very well, but there is no denying it's a slow, labour
intensive and soul destroying job.
We have already seen the amazing results achieved using this method
by Pat Brennan and others in restoring the aft peak tank top to pristine
condition, but it takes a great deal of time and effort. It would take
an age to repeat the process throughout, merely to expose many
plates that will require replacement in any event. The combination of
the detailed NDT testing of the steelwork to be carried out in
dry-dock and the use of commercial cleaning methods, will, it is hoped
streamline this whole process. There will be areas where no one is
better suited to carry out the necessary work than our own people and
wherever possible we will utilise these skills. We enjoy the benefit of
a great many craftsmen and skilled professionals in their own right and
it would seem foolhardy to engage those less capable to carry out work
we can better do ourselves.
The period ahead will involve all parties identifying what work is
required and who is best qualified to do it, not just for the
restoration phase, but as part of a planned maintenance procedure for
the operation of the vessel and for her continued conservation for the
So to the present, the latest position is that the asbestos
removal at Bidston continues, the process has taken longer than the
contractors and we anticipated, but it is my understanding that the work
is very near completion and the vessel will shortly be fully
decontaminated, thus allowing us to move on.
The overrun has meant that the date for dry-docking has been put
back to the end of this month, mainly because other vessels awaiting
their turn in the dry-dock have now arrived and we must fall in behind
them. It is hoped that when the vessel is declared 'asbestos free' we
can press on with other essential tasks which can be carried out while
the vessel lies afloat. In the main this will involve work in
preparation for the boiler surveys. For the moment no dates can be
Meanwhile, Tuesday working parties continue at Salisbury Dock and
comprise the overhaul of some of the auxiliary machinery, along with the
erection of a temporary 'shelter' in which to carry out the work in some
degree of comfort! The last two Tuesdays have seen upwards of eleven
intrepid volunteers battling the elements to complete this structure,
which in terms of it's appearance and the extreme weather conditions
would do justice to the 'Franklin Expedition'!!
photograph shows ongoing work on the water end of the 'Lamont' general
service pump 'buckets' with a 'before and after' view showing what a
difference a wire brush makes. So far the pump and it's engine seem to
be in magnificent condition and in good working order. It is hoped that
with the replacement of some small component parts it will soon be as
good as new and I hope to report in more detail on this subject in the
Elsewhere Saturday volunteers are not forgotten, despite their
anxiety to get back to work they have been busy 'off site' with all
manner of tasks, ranging from the recovery and delivery of some
substantial baulks of timber (old railway sleepers) to repair the coal
bunker floor supports, visiting other craftsmen with relevant skills
whose talents may be of assistance to the project and even sourcing
potential archive material for the society.
The new Society sweatshirts and fleeces are now available and
again this all involves time and effort 'out of sight' by members
organising, collecting and distributing the items, details are available
on the society 'shop' elsewhere on this site.
There is a great deal more going on elsewhere 'behind the scenes'
some involving negotiations with potential supporters, but for obvious
reasons I cannot report on these further at the moment. Be assured when
the news is available for broadcast it will be reported here!
I am sad to report the passing of one of our earliest members and
staunchest supporters, Mr Reg Lindop who passed away recently, a short
epitaph by John Griffiths appears below.
I would also like to express the society's thanks to those members
who continue to provide additional donations over and above their
membership contributions, be it in the form of a regular standing order
or occasional donations to the cause. This really does make a
difference, every penny of which goes to the project. I would certainly
not wish to embarrass anyone by naming them individually, but on behalf
of 'DAPS' thank you!
Finally, in closing, it is a pleasure to report another contact
made thanks to this web-site and resulting from an article featured on
it originally in December 2004! That article related to our 'Sentinel'
steam steering engine, or to be more precise our 'Alley & McLellan'
'Sentinel' steering engine No.2174 The contact was made by Rohan Lamb,
who is a member of the Melbourne Steam Traction Engine Club, Melbourne,
Australia. As well as operating several traction engines and other steam
powered vehicles their museum contains several static steam engines,
some of which are salvaged from ships. In particular an Alley & McLellan
'Sentinel' very similar to ours, but differing in that it was not used
as a steering engine, but we believe to operate part of the equipment on
the steam bucket dredger on which it was installed.
photograph shows the engine today in the MSTEC collection (see also
http://home.vicnet.net.au/~mstec/index.htm ) the engine bears the
serial No.2866 which tends to support the theory that our engine dates
from 1903, whilst the Melbourne example dates from 1914. The vessel from
which the engine originates is detailed below:-
S ss dredge, 1380 g, 576 n, ON159581, 230.1 x 44.1 x 17.1, B.1914
Fleming & Ferguson, Paisley as SIR WILLIAM MATTHEWS. rn. 1943 by
Melbourne harbour Trust. reg.Melbourne. Scuttled Apl. 1, 1976. Off
Phillip Is, Western Port.
(A check for more information/photos led me to the Clydesite
web-site which records her year of build as 1921, although the details
above are believed to give the correct year along with her Official
In any event while the engine survives, along with one of her
generators (also in the MSTEC Museum) the vessel now lies in 26m of
water having been scuttled to provide an 'artificial reef' for divers in
1976. The attached photo (the only one I could locate) appears to show
the vessel in the process of being scuttled.
I am grateful for Rohan's permission to reproduce details of the
engine here, it's nice to know there are a couple still left in the
world, of course if anyone knows of any others, particularly those still
operating, it would great to hear about them.
So there we are then, as ever, despite appearances to the
contrary, there is actually something going on, in fact quite a lot.
Don't forget if you have an item for the site, please feel free to
contact our Webmaster, John Luxton. Obviously please provide your
Membership Details along with any submission, the inclusion of which
will naturally be at the discretion of the 'Webmaster'
Neil Marsden, March 07
Lindop, 12 June 1909 – 19 February 2006
Recently the Daniel Adamson Preservation
Society was advised of the passing of a supporter who made a significant
donation during the society's early days.
was youngest son of Levi Williams Lindop, Chief Engineer of the Shropshire
Union Canal Company.
to a firm of marine steam engine manufacturers Reg followed the then
typical course of joining the merchant navy when out of his time. He
recounted many hair raising tales of marine emergencies including the loss
of propeller blades and of shifting cargoes.
the outbreak of the Second World he joined the Royal Navy as Lieutenant
(Eng) RNR. He took part in the D-day Normandy landings on Gold Beach
being in charge of the maintenance team looking after some thirty two
assault craft and not only coming under fire but on returning to his
supply ship, found it had been sunk. Later he ran a beach head maintenance
unit servicing all forms of transport.
After the war ended, and with an invalid wife and young family, he joined
the paper manufacturers Bowaters then based in Ellesmere Port. In 1955/6
he built ‘Tenacity’ which won Inland Waterway Association prizes for the
best amateur built boat and the best fitted out boat.
had build a number of small steam engines over the years and on retiring
in 1985, decided to convert ‘Tenacity’ to steam. He had seen the late
Arthur Leak’s 3”+5”x3” compound engine described in Model Engineer. He
modified the design and built the engine. He and the late Arthur Podmore
co-operated producing the patterns and castings needed by both men. Reg
then designed the boiler, had the drawings and calculations checked by
British Engine Insurance and prepared all the steelwork for a local
pressure vessel manufacturer to weld up. Subsequently he steamed
‘Tenacity’ for many hundreds of miles as well as taking part in SBA
had a wry sense of humour and a strong sense of propriety. He was an
amazingly resourceful engineer who could reduce a problem to its basics
and design accordingly. It was a delight to discuss engineering with him
and he was always proud that his father had been the commissioning
engineer when the Ralph Brocklebank was launched in 1903.
followed the Ship’s career and on learning DAPS was being registered as a
Charity decided to donate the engine valve setting diagrams, the
photograph of 1907 and the newspaper cutting of her launch. On learning
the Society need funds he donated £1000. Subsequently he donated a
barometer, taken from another local ship, to be installed in the Danny
when she is re-commissioned. Luckily he was able to enjoy the news that
she had been awarded a Heritage Lottery Fund grant.
Griffiths, March 4 2006
Doesn't time fly when
you are having fun?
The Daniel Adamson
Preservation Society is two years old today!
On February 21, 2004 a
group of likeminded shipping enthusiasts and maritime professionals
gathered together by Dan Cross assembled at The Boat Museum, Ellesmere
Port to inspect the historic steam tug-tender DANIEL ADAMSON. At that time
the ship was in imminent danger of destruction across the River Mersey at
the hands of a Garston scrap merchant.
the last two years tremendous steps have been taken to restore the vessel
to operating condition. She is currently undergoing asbestos removal at
Northwestern Shiprepairers, Bidston and will soon enter dry dock for a
full survey to be undertaken by the Maritime and Coastguard Agency as part
of the Heritage Lottery Fund project planning process.
The photograph shows the
DANIEL ADAMSON on February 21 just an hour or so before the society was
WORK COMMENCES AT NSL
Just a very brief update for everyone
waiting with baited breath for news of any developments;
Work on the removal of the asbestos
commenced this week. [Photos]
The contractors have arrived and have prepared their on site facilities
at NSL's Bidston quay and will commence the removal of the material
shortly. At present we cannot give an indication of how long this work
will take, nor when the vessel will be ready for the next, dry-dock
phase of proceedings. Please continue to monitor this site for updates
as and when they are available.
In the interim we hope to maintain
continued Tuesday working parties at Salisbury Dock, but it will be
appreciated there is only a limited amount of equipment on shore to work
Last Tuesday saw no fewer than
thirteen volunteers in attendance on what was a bitterly cold morning,
amazingly everyone managed to get on with some work and in no time the
general service pump had been stripped down to it's component parts.
These in turn are now being carefully cleaned and any worn parts being
identified. With the boat in Bidston and then with only restricted
access, it will be appreciated that maintaining a constant flow of work
for everyone will not be easy.
I know from telephone calls and
e-mails there are a number of our regulars starting to experience
'withdrawal symptoms' not being able to devote their Saturdays to
working on the boat. It is probably a case of coming to terms with the
fact that our efforts to date have been so successful, that for a time
at least, we must sit back and allow the professionals to do the work
that must be carried out for this phase of proceedings and which we are
paying them to do!
There will be plenty to do in the coming
months, not least being to identify every item of work that will be
required to restore the vessel to full operation, what can be done by
our volunteers and what must be carried out by 'professionals' . There
will be much research to carry out, not only on board but in sourcing
parts, identifying specialists and a host of other things.
Fund raising will continue to be an
increasingly important task, as will promoting the society's aims at
shows and rallies etc. There will still be a need for chipping and
scaling paint as well as a hundred other routine maintenance tasks, but
as the restoration progresses, these tasks will alter too. Ultimately
the operation of the vessel will be very much the responsibility of
those who have gained an intimate knowledge of the vessel from their
hands on participation during the restoration and rightly so.
At the same time it is fully
appreciated that a great many members are restricted from participation
in working parties, be it from geographical location, physical ability
or a host of reasons, yet many will be eminently qualified to play their
part in due course and of course already do so by their support.
In the meantime, just an example of what
one member has been up to in his spare time, Derek Stankevitch from
Birkenhead, a former MSC tugman is also an amateur model maker and has
over the last four months been busily constructing a model of the
'Danny' It's big! Four feet long by 12" beam. Derek has built his model
from photographs and used some (to quote him) 'artistic licence' in
certain areas. It is far from complete at present and Derek has quite a
bit more work to do yet.
You may wish to contact Derek regarding
his model in which case he can be contacted on 07838803175
The photos show the size of the model,
the stairway detail and even a representation (not yet complete) of the
'Hayward' deck lights.
If any other members are engaged in
similar hobbies please get in touch, we would love to display your work
on the site. [Photos]
As already reported and illustrated, the news that we have moved is now
official. If I may I would just like to add a few lines to bring
everyone, particularly working party members up to speed.
Firstly the move itself, as many will know, we have been waiting for some
time now for a window of opportunity to open in order that we could carry
out the task of getting the 'DA' from Salisbury Dock, Liverpool to the
Bidston dry-dock of Messrs. North West Ship Repairers in Birkenhead.
Perhaps those who might consider the task of moving an inert object like a
103 year old tug a couple of miles across a river, a reasonably
straightforward task should perhaps consider the daunting logistical task
this involves. This task has largely fallen on the shoulders of Dan Cross
and we should take a moment to reflect upon what is involved. Firstly no
transit would be possible unless the vessel was insured, that is insured
additionally to the existing premium we pay. The insurance alone has added
a significant extra cost to proceedings, so that the continued support of
Svitzer Marine with towage has been crucial to this operation. We are also
obliged to comply with contractual obligations with those contractors
tasked with carrying out the work needed for the project planning phase,
in other words, the clock has been ticking for some time now, this is very
relevant to the asbestos removal whereby the contractors must give the
relevant authorities statutory notice of when work will commence.
The insurers also stipulate the terms and conditions applicable to the
tow, the towing vessel, the requirement for a Pilot, the weather
conditions, wind strength and a list of other factors, many of which are
very much dependent upon the vagaries of the British winter!
On the run up to the move, the working parties have carried out an amazing
amount of work to ensure the watertight integrity of the decks and various
hull openings, doors, vents, sounding pipes and so on. The prop. shafts
have been immobilised to prevent potential machinery damage by the
rotation of the propellers and special brackets designed for this purpose
have been made and installed by Peter Irlam and John Huxley.
We had hoped for some notice of a time and day when the move could take
place, but a readily available group of volunteers were standing by just
in case. There have been several false starts, when time, tide and the
working schedule of the towing vessel caused us to abandon arrangements
literally at the last moment, but yesterday about 11.00 am things changed.
My telephone rang and Dan Cross asked if I could be at Salisbury Dock by
midday? I won't describe my predicament at that moment but suffice to say
I made it! Importantly so too did Mersey River Pilot and DAPS Member,
Stuart Wood, along with regular volunteers, John Deakin, Colin Leonard and
Phil Janion from Runcorn and last but by no stretch of the imagination
least, Pat Brennan from Manchester. The tug 'Ashgarth' of Svitzer Marine
was already approaching the berth as we arrived at the dock, so we hastily
set to in lifting our gangway aboard, singling up our mooring ropes and
securing the 'DA' bow to bow with the 'Ash'
The last ropes were let go by members Wally Graham and Dave Owen, who as
luck would have it were at the dock by chance and we were off. The
'Ashgarth' was manoeuvred deftly through the docks towards the Gladstone
Dock entrance by Captain Stuart Honour (also a DAPS member!) while Dan
Cross supervised the ropes, fenders and a hundred other things as well.
Off Gladstone Lock, the 'Ashgarth' came alongside and the 'DA' was
breasted up for the tow. In the lock we transferred aboard the 'Ash' and
grabbed a mug of tea.
The river passage was accomplished in no time at all, on an almost flat
calm and in what seemed like a few minutes we were swinging to enter the
Alfred Basin, Birkenhead. Word had spread, for several members had
gathered to photograph proceedings along with a number of other interested
bystanders. When the basin had levelled with the dock, we were on the move
again, passing under the familiar road bridges straddling the Birkenhead
dock estate. Moments later we turned to view, hopefully not for the last
time, the 'Historic Warships' at their berth, a few last visitors aboard
and a hastily erected banner reading 'Save Our Ships' affixed to the
forward rail of HMS 'Plymouth' we wish them well.
approached the berth another figure we recognised as Jim Clarke, of NWSR
stood by ready to take our ropes, moments later the job was done and the
'Daniel Adamson' had returned to the Wirral. It was quite a contrast to
see her lying astern of a modern catamaran ferry, probably about 100 years
her junior and we paused to wonder if this may have been the first time
she had returned to Birkenhead
since she was built there in 1903. No-one in our party could conceive of
an occasion when she may have done, but if anyone knows differently, we
would love to hear from them.
In closing this article on behalf of 'DAPS' I should like to thank,
Messrs. Svitzer Marine, Stuart Honour and the crew of 'Ashgarth' for
delivering us safely to our destination. To Stuart Wood not only for his
Piloting skills, but for turning to at such short notice and getting stuck
in with the ropes as well!
To all those who helped, took photos etc and above all to Dan Cross for
bringing it all together on the day, many appreciate the logistical
nightmare this has been and the relief you must feel now it's done. Well
done everyone and thank you.
DANIEL ADAMSON MOVES TO NSL
At very short notice on February 03,
2006 the DANIEL ADAMSON was moved from her Salisbury Dock berth across
the River Mersey to West Float, Birkenhead and berthed outside the
Northwestern Shiprepairers Bidston Yard.
The move will allow
contractors to remove asbestos during mid February and permit dry docking
once the asbestos removal work is complete.
Photographs of today's
event can be accessed by [Clicking
DANIEL ADAMSON MOVE TO
Please Note the move to NSL at
Birkenhead Docks announced early on Saturday January 21 on this page has
had to be postponed due to operational requirements of the tug ASHGARTH
and will NOT take place on Sunday January 22.
like to take this opportunity to express our thanks to Member Peter
Wright, who having heard of a need to improve our fire safety capability,
put us in touch with Mr Graham Weatherhead and Mr Giles Payne of Stockport
Fire Protection Ltd. who have generously donated a number of fire
extinguishers to the Society for use aboard the vessel. These essential
items have now been delivered aboard, hopefully never to be used, but
reassuringly available should the need arise. We are therefore delighted
to add Stockport Fire Protection Ltd. to our ever growing list of
subject of fire safety, mention should also be made of Mr Dan Murphy and
the Merseyside Fire Brigade Museum, whose continued and enthusiastic
support, from the formation of the Society to date, continues unabated.
Their assistance with salvage pumps, portable generators and a host of
other equipment continues, as does our gratitude to them. The Fire Brigade
Museum is located at Crosby Fire Station and well worth a visit. (Details
of opening hours are displayed at the Museum.
- Neil Marsden
By way of a change from my recent spate of 'Remarkable
Survivor' articles, I thought it only right to bring you up to date on
(I hope readers have enjoyed the articles while things have
been a little quiet, but rest assured, it won't be quiet for much longer
and you may be relieved to hear I'm on the last 'episode' now too!!)
As has been already reported, the much awaited dry-docking
is imminent, but will not be 'round the corner' in Clarence Dry-dock, as
originally planned. As a result there has been a great deal of activity
aboard today, to make ready for the tow which will be needed to dock in
Birkenhead. No less than fifteen volunteers turned out today, in addition
to which our great friend and supporter Bill Thompson (JPS Scaffolding)
was on hand with his newly acquired fork lift truck, to assist with some
There was a lot to do and this included modifying the
weather-proof sheeting, allowing this to be rolled up to give
unobstructed access to the main deck area, the removal of some machinery
previously stripped for overhaul and other 'portable' items placed ashore
in secure storage. It was the removal of some of this exceedingly heavy
gear which required the aid of Bill's truck as well as numerous
volunteers, dragging, pushing and 'encouraging' the items into their new
temporary home. It went remarkably well, no trapped fingers or other
mishaps and generally without any major 'discolouration of the air' about
This done, a start was made on removing some of the old
'temporary' deck patches which required replacement, to provide a safe
working area and to complete the integrity of what remains of the original
(rotted) deck timbers. Lifting the patches exposed the now 'legendary'
'Hayward' deck-lights, those, I have waxed lyrical over numerous times in
these pages. Previously only visible from below, the cast frames were
discovered to be in first class condition and will provide hours of
polishing ahead!! These too have been carefully removed for safe-keeping.
Needless to say nobody had a camera that worked today, although George
Pennington did try a shot or two with his mobile 'phone. I don't have a
copy yet, but if they turn out okay I will at least try and add them
Once again a hearty brunch was enjoyed by all, John Deakin
supplying the food, which George prepared to perfection (he's in danger of
getting the job permanently!!) After this well earned break everyone was
back at it and we managed to cover the majority of the remaining deck area
and generally clear everything safely away.
There is still quite a bit to do and if all goes according
to plan only really next Tuesday's (17th January) Working Party in which
to do it, we hope for a good turn out by our volunteers, the numbers of
whom were boosted by another two new faces today. Firstly Colin Brogan
who joined us for his first 'working party' and brand new Member David
Houghton, who, having seen the recent ITV coverage of the 'DA' on the new
series 'Locks and Quays' wasted no time in coming along and signing up!
That brings me nicely to the programme, which it seems was
certainly viewed by most of our regular volunteers and hopefully those
readers in the 'Granada TV region.' The programme featured a nine minute
slot, devoted to the 'Daniel Adamson' and included interviews with Tony
Hirst, Dan Cross and John Deakin. It certainly gave the project excellent
coverage and as already mentioned at least one new member, hopefully the
first of many who learned perhaps for the first time about the project.
Media exposure like this is really helpful, as we cannot
hope to reach a fraction of the number of potential supporters out there
by our own efforts. We have done really well, for all that and importantly
the majority of our members remain fiercely loyal to the cause. For that
we thank you all.
In closing, I think I should just add, the fact that we've
received a very welcome donation from the Heritage Lottery Fund, does not
mean the restoration is 'in the bag', or even close, far from it, we are
really just getting started, we will need your continued support for the
long term and our contributions are every bit as important now and in the
future, as they were at the outset. Like everything today restoring
'Daniel Adamson' will be a costly exercise, there are no 'blank cheque's'!
If you are reading this and not yet a member, please
consider joining us, you really do get a lot for your money, I know I do!!
- Neil Marsden
or after January 19th.
DANIEL ADAMSON ON THE MOVE
The society is pleased
to confirm that it has received the official go-ahead from the Heritage
Lottery Fund to commence the next stage of the project with 50% of the
project planning grant being made available this week.
It had originally been
intended for the "Daniel Adamson" to be dry docked at Clarence Dry Dock
adjacent to her present berth in Salisbury Dock. Unfortunately, however,
Clarence Dry Dock has recently closed.
Therefore, the "Daniel
Adamson" will be dry docked by North Western Shiprepairers at Bidston Dry
Dock, West Float, Birkenhead.
tow from Salisbury Dock to the West Float will be performed by Svitzer.
The move will be performed at fairly short notice during day-light hours
probably sometime on or after January 19th by the tug ASHGARTH.
Prior to dry-docking
asbestos will be removed by the contractors on the berth adjacent to the
dry dock. Work on asbestos removal is expected to commence on Monday January 30th.
The society would
like to express its appreciation to Svitzer Marine Ltd and The Mersey
Pilots for providing facilities for the movement of the "Daniel Adamson"
free of charge.
DANIEL ADAMSON - ON TV
The Daniel Adamson will
feature in the "Locks and Quays" programme on Thursday January 12, 2006.
This series is being
shown on Granada TV ( ITV1 ) at 19:30.