Christmas Wishes & Working Parties

 

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 3rd 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 already identified.

 

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.

 

Finally, 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 actually 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,

 

Neil Marsden

December 09

NUNQUAM REDONO

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 Give Up!'

 

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' - 'Nunquam Redono'

(Port LP) piston, showing strongback with distinct resemblance to a banana ( a 2" thick, steel one, that is!)

 

Success! Pete Irlam (L) and Graham Dean looking suitably satisfied with themselves!

 

Right - Port and starboard pistons clear of the cylinders

SHIPS MONTHLY VISIT

 

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!

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!!

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 www.ddl-ltd.com)  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 concerned!

 

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.

 

 

The pump is initially lifted from it's bed to the stokehold floor. (left)

 

 

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.

 

 

 

 

Pistons

 

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)

 

Another 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)

 

It does work, honestly, that's the HP out, okay it's a little smaller but the principle's the same! (left)

 

 

 

Finally

 

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!!

 

FERRULE FINALE?

 

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 for nothing.

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 with!

If members would like details of how to make an additional monthly contribution - they should contact

Secretary : Patrick Crecraft – 8, Newlands, Naseby , Northampton NN6 6DE

Tel: 01604 740144   pat@pcrecraft.freeserve.co.uk  

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;

 

Kevin Lytton and Colin Brogan in the process of removing just one more ferrule!

 

 

 

Jim 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!

 

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...

 

Once removed the tubes are cleaned for possible re-use..here Volunteers, David Pickup, Nigel Farrell and Steve Greenhalgh get to it!

 

 

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 'invited guests'.

In 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' 

 

Photo 1 'Laurindo Pitta'  Brazilian naval tug, built by Vickers of Barrow in 1910, (no longer steam powered) now provides sightseeing tours of Rio de Janeiro, see http://www.rio.rj.gov.br/riotur/en/guia/?Canal=193 (English) or  www.mar.mil.br/sdm/pitta/pitta_loc.htm (Portuguese)

 

 

 

Photo 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 www.maritimemuseum.com.au/index.htm

 

 

Photo 3 'Success'  Last (for the moment) but by no means least, also a little closer to home, but 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!

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!

With members 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 way ahead.

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 response.

 

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 everyone!

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.]

 

Finally an 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.

- Neil Marsden

 

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 Dock, Liverpool.

 

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.

The photos 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

A BUSY WEEKEND

 

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.

 

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 'landlubbers')

 

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

 

HELP WANTED!

 

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!!

 

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.

Our volunteers 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 and attention.

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 restoration.

 

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 further.

 

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 photographs.

 

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)

That's all folks!!

Regards

 Neil Marsden

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!!)

 

Photo 1. The boiler front after 'oiling' (Volunteer John Pickering adds the final touches)

 

Photo 2. Another view showing the conservation of the boiler shell.

 

 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.

 It 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.

 

Photo 4. The port condenser, forward water box dismantled for cleaning, once again our faithful 'Hilti' needle gun is used to good effect.

 

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'

 

Photo 5.  Port quarter view and

Photo. 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.

 

 

Photo 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

JULY 07

Keeping Busy!

 

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 proceed, nevertheless.

 

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! 

- Neil Marsden

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, Snr.Boiler Surveyor.

'DAPS' Stand at IWA Rally

 

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'!!

 

Staying 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.

 

Amongst 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, www.saturnrestoration.org.uk

 

Our 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 progress.

 

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!!

 

June 14

HAIL AND FAREWELL!!

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!

 

-Neil Marsden 

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 professionals 

 

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 Co-ordinator.

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 difficulty.

 

As 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 metres!

 

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 mind.

 

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 otherwise?!'  

 

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.

 

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 been met.

However, much 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.

AN UNEXPECTED RESPITE

 

'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 Collard [ 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 vessel 'Aestus' 

 

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 bow view, not looking bad for 103 years old!

 

May 14

COUPLINGS SHAFTS & RIGGERS

[ Photographs ]

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' also. 

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

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 figures.

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 working area

 

 

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 engines)

 

 

 

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 yard.

 

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 details.

 

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 http://www.nhsc.org.uk/index.cfm/event/getVessel/vref/1992/pic/10) 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 collection!

 

Detail 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 mussels!!)

 

 

Jack Nulty & Steve Lawrinson examine the hull

 'DA' and 'Kerne' 'High & Dry'

 

 

 

Adsteam's 'Gladstone' - 'Look no propellers!'

 

Close up view of Gladstone's twin Voith Schneider propulsion units

 

 

- 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 any means.

 

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....

[CLICK HERE ]

 

BOILER WORK ONGOING

 

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.

The 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!

 

 

The photo (left) shows the main steam stop valve, still in situ, but (almost) ready for removal, it's a biggun' isn't it??

 

Lastly for the moment the boiler front plate (right)showing still more evidence of the work in progress.

 

- Neil Marsden

WHAT'S HAPPENING?

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 happening.

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 me know.

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 future.

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 fixed.

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'!!

The 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 near future.

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.

The 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:-

GEO.KERMODE 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 Number)

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

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 on.

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]

- Neil Marsden

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