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 (Portugese)

 

 

 

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 subsitute 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 Marsdan

 

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 engineroom 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 ma