A TOUCH OF WIND

On Tuesday 23rd October the weather was just perfect and with sixteen volunteers in attendance we had enough hands to move the ship.

 

The move  was needed to allow us access to the port side belting and involved turning the vessel through 180 degrees. It also allowed us the opportunity to re-position the boat further along the quayside where the dock wall is of a uniform height and devoid of obstructions, buildings and so on.

The new location places the vessel closer to the new workshop/store provided by our hosts United Utilities.

The weather was crucial as without the aid of a towing vessel the move needed a little help from nature along with the co-ordinated efforts of everyone in attendance.

 

A gentle breeze in the right direction was all that was required to set the vessel in motion once all but one rope was let go, so that the power of the wind caused the 'DA' to pivot around the stern to complete the manoeuvre. I am delighted to say that all went exactly as planned and the move was completed without so much as a scratch to the ship. Of course we need to turn her back the other way before the onset of winter really bites as the prevailing winds will render our present position very drafty!!

 

Whether we'll manage that with just nature's help we shall see, in the meantime some photos of the 'move' courtesy of Colin Brogan...

Nearly 'round, a bow rope is already ashore and another  made ready.

Can anyone spot the 'deliberate mistake'? (left)

That's it, nobody thought to open the cover on the prom.deck for the gangway!! (Soon sorted!!)

 

 

Thursday 25th saw us hosting a visit from Mr Fred Redmond, Chief Engineer of the preserved steam tug 'Challenge' which is presently awaiting some essential restoration work herself. Fred was accompanied by  'DAPS' Member, Bob Adam of the tug 'Kerne' who you'll have seen recently inside the 'DA's boiler again assisting the 'Challenge' team with their research.  Despite the distance apart (Challenge is in Shoreham, Hants.) this is not the first time we've liased with them, having already had a visit from Bob Long another of their team. Above all the preservation of historic vessels comprises a relatively small group in the UK, despite all claims of our national heritage as 'a seafaring nation' so that helping one another is vitally important, in fact it's essential if all but a handful of ships are to survive.

 

BELTING ALONG

 

I mentioned that the main reason for turning the vessel around was to gain access to the port side so that we could carry on with the removal of the wood belting. You'll recall that we completed the starboard side and stern some while back, so we were anxious to complete the work before the winter gales made the job too hazardous.

 

The idea is to remove all the old rotten belting to allow examination of the steel beneath, thereby establishing its condition and whether or not repairs or replacement will be needed as we progress towards the major bid application. The removal of the old waterlogged belting would also improve the vessel's trim as since removing the starboard wood sections the 'DA' had assumed quite a pronounced port list!!  Accordingly the volunteers wasted no time in setting about the removal job and displayed an expertise gained from the earlier work. The sections literally flew off by comparison with the earlier efforts (probably thanks to my staying on deck this time!!) and within about three working parties the job was done! The ship now rides on a noticeably more even keel, but the wood alas is beyond salvage. Estimates vary but we expect it must be over fifty years since the belting was last replaced and of course it received little or no attention in the last twenty. As a result the timbers are in an advanced state of decay and even hopes of producing some 'souvenir' items from them looks distinctly unlikely. If we do manage, you'll be kept informed on this web-site, so keep

checking.

 

Still at it (another day!) This time Kevin (nearest camera) and Graham Dean continue the hard work. (left) [Neil Marsden]

 

 

 

A 'cropped' circle?  In the process of clearing away the belting a number of these circular marks were discovered in the hull. We believe these marks indicate the location of the rounded pads which supported the side fenders over the belting in earlier times, see historic photos. Maybe a good time to consider restoring them perhaps? [Neil Marsden]

As I mentioned earlier there is much to be said for the camaraderie to be enjoyed by building links with like minded groups, not least the mutual benefit to be derived by exchanging ideas and experiences. You may recall that some time ago we received a visit from Leigh Doeg from Melbourne, Australia whilst he was visiting a selection of European steam vessels on one of his annual trips. I am now delighted to say that it seems not only did Leigh join 'DAPS' during his visit but also recommended us to some friends in Sweden.

 

Accordingly on Thursday last, we received a visit from a group of five gentlemen from Sweden, definitely taking a 'busman's holiday' in the UK, for they are all fully involved in the operation and/or restoration of some fine steamers back home in Stockholm. The party comprised Tom Smith, Chief Engineer of the steamer 'Saltsjön'  (yes Tom is from Stockholm!!) Niklas Schölin, Technical coordinator Blidösundsbolaget, Johan Bäckström, Master s/s 'Blidösund 'and m/s 'Sjöbris', Matias Aronsson, deckhand Blidösundsbolaget and last but by no means least Krister Strandell, of Stockholm’s Ångkol  and owner of the steam tug 'Stockvik'  ( ex St Canute ).

 

As you will see from the following links, these guys really have 'got the tee shirt' when it comes to restoring and operating steam vessels. I'm glad to say they did seem to approve of our activities, but sadly their visit was all too short and it was soon time to leave as darkness overtook proceedings. Krister loaned me a CD-Rom of his work restoring 'Stockvik'  which I remember well as an exhibit (static) at Exeter Museum in the late 60's. As you'll see from the website Krister. assisted by Johan and others actually sailed her from Exeter to Sweden, where the restoration is well underway!! It's certainly inspiring stuff and dare I say a great motivation for us too. They also brought with them a small pamphlet published annually in Sweden which lists all the operating, passenger carrying steamers in the country, I counted at least 26 capable of carrying over 50 passengers and no less than ten operating around Stockholm alone, most of which carry over 200!

Please take a look at the websites for the three vessels represented by our guests; www.blidosundbogalet.se; www.saltsjon.nu and www.stockvik.tk and of course if you happen to be in Stockholm on your travels, well...............

 

I'm afraid quite a poor photograph of our Swedish Guests (as ever you can never take too many photos!!) L to R, Matias,Krister,Tom, Niklas and Johan. [Neil Marsden]

 

Earlier the same day we welcomed a return visit from Graham Lee of the Hunslet Steam Co. You may recall I reported our visit to Graham's works and railway at Statfold Barn, near Tamworth in the October 2nd update. During our visit we discussed some of the challenges we face in restoring some of our engine parts due to the size restriction of some machining facilities, Graham kindly agreed to come along and take a look for himself. True to his word Graham joined us on Thursday and despite having a very busy schedule, stayed for a spot of lunch and probably much longer than he intended.  Importantly it may be that Graham's company has the necessary equipment and expertise that we need, he certainly seemed to enjoy the visit and that's always a good start!

 

Graham Lee (seated) discusses 'olde tyme engineering' with a couple of our 'Olde Tyme Engineers'!  L. Graham Dean and R.John Deakin. [Neil Marsden].

 

More news soon!!

OCTOBER 15

AGM/OPEN DAY

 

A very brief report this week on the subject of the recent AGM and 'Open Day' aboard the 'DA' at Sandon Dock, Liverpool.

 

Well first off I'm delighted to report that despite the last minute change of date and the enhanced security measures in place at Sandon Dock, the open day aboard was very well attended. Somewhere of the order of twenty volunteers attended on the day to cover the visit, stewarding guests to the boat, giving tours, staffing the shop and the refreshments stall etc. Our gate crew counted in over fifty visitors so that the open day was very well supported in the circumstances and once again it was nice to see some old familiar faces and not a few new ones too.

 

The AGM followed later at the Maritime Museum, though with fewer in attendance and despite a very interesting presentation by some of the council, word filtered through that the venue was considered by some a little off-putting. I understand this is mainly due to the developments ongoing in the area of the Albert Dock at the present time. One of the main complaints seems to relate to the parking situation, the new multi-storey, as yet incomplete, car park being the principal concern.

The fact it's neither conveniently located to the Albert Dock nor cheap being the principal complaints.  The distance is particularly problematic for those with limited mobility. So the hunt is on for an alternative venue for our next meeting. Wherever we do decide, remember it's probably a good idea to consider car pooling, the dock is not well served by public transport, whereas obviously the city centre is.

It may well be that a suitably located 'hostelry' might be considered for future meetings in which case the opportunity for some social discourse may be possible for those wishing to chat a little later.  Naturally we would commend a teetotal driver in all pooling arrangements if this becomes an option!

 

 

Some of the 'DAPS' ladies take charge of the refreshment stall.

 

John Broomby (L) and Treasurer Alan Hughes 'Urn their keep!'

 

 

Guests of all shapes and sizes in attendance with familiar faces and new ones too!

 

 

A 'GUESTBOOK' - GUEST

 

Readers will recall I have mentioned previously one of our 'Guestbook' contributors Doug Livens from Hamilton, Ontario, in Canada. He remembers the 'Daniel Adamson' many years ago and has fond memories. He is also involved in a restoration project himself and has kindly forwarded some photos to me, which I'm sure you'll be interested in seeing. The project is to restore a Westland Lysander to flying condition, which by the looks of things is well advanced. Doug obtained his pilot's licence on moving to Canada some years ago and I'm sure he's up there at the front of the queue to get this wonderful old aircraft by in the air. Good luck to Doug and everyone involved!

 

A proud day, Doug is pictured with the fire extinguisher adjacent to the aircraft as the final preparations are made to fire up the engine for it's first run after overhaul. Note the size of those concrete 'chocks' under the wheels, no wonder with 880HP about to be unleashed!! That's about an extra 300HP over the 'Danny's' two engines combined!! The test was a success!

 

A scene a little less dramatic as Doug applies a brushful of 'TLC' to those distinctive 'Lysander' wheel 'spats'

 

I'm sure everyone will agree, it's a fantastic project and one to be very proud of.  I think I speak for everyone here, that we know how you feel and what a great sense of achievement we all achieve with every step we make.

 

That's all this week folks, but we'll be back soon with more news as we get it.

- Neil Marsden

 

OCTOBER 02

KEEPING ON TRACK

 

Sometimes it's a little difficult to dream up a suitable opening heading for these updates, but I think as you will see from the following photographs and captions, this week's title sums up our activities quite well.

 

As anyone involved in a restoration project will have discovered, identifying competent people to do the work is a major part of the exercise. Firstly this starts with gathering together a willing and able group of volunteers, firstly someone to organise everything and then others to actually roll up their shirt-sleeves and do all manner of jobs, free, gratis and for nothing. In this respect I am confident in saying that we have developed a very competent team with a wide range of skills. Over time a growing number of members have joined, bringing with them a level of professional competence which I believe places 'D.A.P.S.' in a most fortunate position. This not only allows us to tackle quite specialised tasks ourselves, but the ability to carry out effective surveys and assessment of the work required to restore the vessel, often without recourse to engaging specialist consultants for each and every aspect of the project. In addition our 'in-house' (should that be 'aboard-ship'?) Technical Advisory Group are able to discuss proposals, produce plans and draw up detailed specifications for work to be carried out by specialist contractors. Indeed working in conjunction with statutory bodies such as the MCA at the planning stage like this, ensures that our proposals are compliant with all relevant legislation applicable to a vessel of this age.

 

It would be foolhardy indeed to undertake a project of this nature, much less commit substantial funds to work not sanctioned by the relevant authorities. By the same token the society is fully aware of the responsibility we have for retaining wherever possible the 'heritage value' of the ship, while at all times placing the health and safety of crew and passengers uppermost in our minds.

 

An important consideration involves identifying the extent of work needed to fully restore the vessel and which we cannot properly perform ourselves. Naturally the full overhaul and repair of the boiler springs readily to mind, but there is a great deal more besides. There are literally hundreds of tasks which require specialised skills, complex machining procedures and the need of experienced craftsmen which we lack. In many cases it is a major task to identify people today actually capable of carrying out this work and we make every effort to identify these skills wherever and whenever possible.

 

A recent case in point involved some of our members visiting the site of the Statfold Barn Railway near Tamworth Staffs. Here the successors to the Hunslet Engine Company manufacture brand new steam locomotives of exceptional quality (see www.hunsletengine.com) amongst a wide range of industrial and specialist railway equipment manufactured elsewhere in the group. The visit coincided with a special 'invitation only' open day held there recently and allowed an insight into the range and quality of engineering facilities available. The chance to see some examples of the locos in operation and others 'in build' provided very clear evidence of the high level of expertise the company possesses.

 

Photo 1 Shows our own 'Engine Driver' (Chief Engr.) John Deakin as a passenger aboard one the railway's restored locomotives.

 

Last Tuesday the vessel received a special visit from members of the national Historic Ships Committee who were visiting Merseyside for a meeting later that day at Liverpool's Maritime Museum. The meeting was attended by numerous groups from the region involved in all aspects of maritime restoration, with DAPS being represented by Chairman Tony Hirst and Technical Adviser, David Pickup.

 

Earlier the committee spent the afternoon aboard 'Daniel Adamson' where Tony Hirst presented an excellent 'Powerpoint' presentation of the work aboard and the proposals for the restoration of the vessel. Light refreshments were provided before the NHSC group took the opportunity to meet several working party members and took in a full tour of the ship. I for one felt that the visit went very well and was a most valuable opportunity for all involved.

 

Photo 2 Shows L to R (foreground) NHSC's Martin Heighton (Director) and Dr Robert Prescott (Chairman/Advisory Cttee) with, to the rear Simon Stephens (Case Officer) with 'DAPS' member John Broomby. In the background NHSC/HLF Consultant Tim Parr talks with David Pickup (R) and Mike Williams (back to camera) of DAPS

 

Earlier the same day we engaged in a little inter-society co-operation as shown in Photo 3 which depicts Bob Adam of the Steam Tug 'Kerne' also a DAPS Member inside the 'DA's boiler. Bob was taking photographs and measurements of our boiler to assist the volunteers from the Steam Tug 'Challenge' with their ongoing boiler repairs. I am always delighted when we can link up with fellow enthusiasts and help each other, we are especially looking forward to the day when we can rejoin the all too small number of preserved steamships operating in the UK!

 

Finally a typical story of work aboard 'Daniel Adamson'  entitled, 'One Valve, Two Men, Three Weeks'

The accompanying photos show just how difficult some 'routine' jobs can be at times. Basically Phil Booth and John Hake are two of our regular 'Saturday Crowd' they are restricted to Saturday working parties like most of our weekend volunteers who actually have a proper job in the week! So it was that three weekends ago they were tasked with removing the fore-peak tank isolating valve for overhaul. It very soon became clear that 'overhaul' was a rather optimistic proposal, the valve was in very poor shape and badly corroded. The location of the valve in the narrow confines of the forepeak tank meant that dismantling it would be no easy matter, but they certainly tried their best. Despite every care it soon became apparent that the valve was beyond repair and that it's removal to allow replacement was the next step. Such was the condition of the piece that delicate precision instruments like spanners were of no use and more basic implements would be needed. Increasingly larger hammers were selected although in the restricted space available these proved less effective than had been hoped. This was another job for 'the whizzer' or more correctly an angle grinder with cutting disc attached. John and Phil took turns attacking the resistant valve from every angle in the vain hope of extricating it with minimal damage, but to no avail. This little gate valve was not coming without a fight! For two working parties it resisted their combined efforts, but finally on the afternoon of the third it finally succumbed, piece by piece in fact, not so much resembling a modest valve but more akin to an archaelogical relic from a 'Time Team' dig!!  The point of my tale?

Well when people ask why does it take so long to do such and such? Then apart from the obvious that some jobs cost a great deal of money to pay for, others take a great deal of time and effort, that said it wouldn't be half so interesting or so much fun if it was easy!!

 

Photo 4 The workplace...no down the hole in the floor! 

 

 

Photo 5 The valve, that's the one in the upper part of the photo, very much beyond 'overhaul'!

 

Photo 6 Phil Booth in action with the 'whizzer' 

 

 

Photo 7 Phil emerging from the forepeak for a breather

 

 

Photo 8 The Victors and the Vanquished, Phil and John with the spoils of battle!!

 

A Busy Week!

 

Unless this is your first visit to this web-site, most readers will know that we try to maintain updates on progress with the project on a regular basis.

I for one feel strongly that a 'dormant' web-site can and often does imply little activity with the actual project the site represents, for that reason I am delighted that in over three and a half years since we started, rarely has there been an occasion when we've struggled to report something happening.

 

This week is no exception and we have been even busier than usual with three working parties as well as a three day heritage show to contend with!

Not only was last Tuesday a regular working party day, but it also marked the occasion of another visit to the boat by the Mayor and Mayoress of Halton and Council Staff. This is the third such visit we have received from the Mayor and is in my opinion a very clear indication of the genuinely high level of support the project enjoys from Halton BC. On this occasion we were delighted to welcome the new Mayor and Mayoress of the Borough, namely Councillors Mike Hodgkinson and his wife Mrs Kathy Hodgkinson, together with old friends Agnes Smith and Councillor Steff Nelson.

 

It was very evident that the new Mayor and Mayoress were every bit as interested in the project as their predecessors and took time to visit all parts of the ship, including the engine and boiler rooms during their visit!

 

Once again Phil Janion provided an excellent buffet which was enjoyed by all and allowed us to personally express our appreciation of the vision and support provided by Halton.

 

Photo 1 (J.Broomby) His Worship the Mayor, Councillor Mike Hodgkinson chats to founder Dan Cross and Mike Williams, in the foreground Doug Hall lends a hand with

a welcome 'brew'

 

Photo 2 (J.Broomby) Mayoress, Kathy Hodgkinson chats with DAPS Treasurer, Alan Hughes

 

Photo 3 (J.Broomby) The FULL tour! Here the Mayor and Mayoress visit the boiler room with Chief Engineer, John Deakin.

 

Photo 4 (D.Cross) The Mayor is presented with a short DVD showing ongoing work aboard ship by Colin Leonard. (Pictured L to R Agnes Smith,Councillors Steff Nelson, Kathy Hodgkinson and Mike Hodgkinson of Halton BC together with John Deakin, Colin Leonard oh and me from 'DAPS')

 

The day marked another milestone as our working party hours passed the 25,000 hour figure, quite a healthy indicator of just how much effort is going into this project by our volunteers and of course this does not include all the hours 'backstage' in the planning and organisation of everything!!

 

The regular Thursday working party was followed immediately by the opening day of an important heritage event marking the 800th Anniversary of Liverpool's Charter in 1207. 'The Big History Show' was a three day event staged within Liverpool's famous St. George's Hall, recently itself the subject of a major restoration.

The event 'showcased' a wide variety of local as well as regional heritage and historical groups, while outdoors further entertainment was provided by historic vehicle displays and live musical performances. Fortunately the weather was generally kind for the whole event and attendances were very encouraging. Once again the 'DAPS' stand was staffed each day by three volunteers, yet it was still possible to hold a Saturday working party as well so that no time was lost on the project itself.

 

It was perhaps significant that the 'Daniel Adamson Preservation Society' was the only group in attendance representing an ongoing, Merseyside based, Maritime Heritage project, a fact I believe did not pass unnoticed by many visiting the show. We certainly enjoyed considerable interest and I believe have definitely raised the profile of the project locally at least.

 

As ever it is appropriate to thank everyone who took part in events over this busy period, be they working party volunteers or those who gave their time at the show, it's exactly this level of commitment which counts.

 

In closing, in my last update I invited readers to add a 'Guestbook' entry on the site and I extend the invitation to do so once more, it is most valuable in assessing opinion and interest, so don't be shy, we can take it!

 

One 'Guest' did respond and in very complimentary terms too, I confess I blushed, but it's always nice to receive a compliment!  Actually I contacted the writer, Doug Livens who's now living in the Canada, although an ex-pat with fond childhood memories of the 'Daniel Adamson' a long time ago.

It's great that through the site, news of the project can be read literally anywhere and as has happened more than once we have linked up with like projects all over the world which can be very encouraging. In Doug's case he too is very much involved in a restoration project, but not a maritime one, in fact he's busily restoring a vintage aircraft to flying condition, a real classic in my view though often overshadowed by more well known marques, the Westland Lysander, the aircraft made famous by its role in delivering and extracting allied agents in occupied Europe in WWII  we certainly wish Doug and his colleagues every success! See www.warplane.com

 

Photo 5 (N.Marsden) The 'DAPS' stand at the 'Big History Show' staffed by Judith and Alan Hughes, that's two visits this week by Alan despite his having to travel from Skipton in Yorkshire, another example of commitment to the project, although I think my photo may have caught him 'resting' briefly!!

 

Photo 6 (D.Cross) Another view of the stand now complete with lights etc. and if I do say so, looking well suited to the occasion, this view caught on Dan Cross's mobile 'phone.

 

Lots more news in the pipeline so please look out for our regular updates to be right up to date with all that's happening with the project.

Notice: AGM / Birkenhead Bus & Tram Show

 

The more 'eagle eyed' amongst our readers/members having now received the latest edition of 'The Tow Line' will have spotted an unfortunate clash of dates.

Owing to last minute problems the date of the Society AGM has now be changed to Sunday 7th October 2007, this was also the date we had hoped to attend the ever popular 'Birkenhead Bus & Tram Show' held annually at the Pacific Road buildings in Birkenhead.

Obviously the AGM must take precedence and accordingly we are unable to attend the Birkenhead event this year as a result. All is not lost of course as the DAPS stand/display will be at Liverpool's St.George's Hall for the 'Big History Show' from Friday 14th to Sunday 16th September (next weekend in fact!) so please come along and lend your support, it will be good to meet you.

KEEPING BUSY!

Just a short update with few words and more pictures this week  which I expect may make a pleasant change for some!!

 

I do hope that regular visitors will have viewed most if not all of the content of the site which we have continually striven to keep 'live and active' with frequent updates since it first came on line in 2004.

For new and more recent visitors I hope you will take a little time to look back over the years and will I hope see what progress we have really made from our first hesitant beginnings. There's a lot of information in here and I hope you'll find it interesting, if you do please add a line on our 'Guest Book' as it's nice to see who's out there keeping an eye on our progress.

 

Okay then, to illustrate what I'm saying take a look at the first photo (left) This shows the steering quadrant as it looked back in 2004 when the vessel was made ready for the tow to Liverpool at the very beginning of the project...

 

The photograph on the right Shows the scene three weeks ago when work got underway to chip and scale the steelwork, under the quadrant itself. Here Pete Murray (L) and Bill Rathbone make a start on the chipping.

 

The quadrant itself is seen on the left, now removed from the rudder shaft/tiller arm. Undoubtedly it has been many years since it was last removed and I can assure you it didn't 'give up' without a struggle!! Much hammering  and the use of the largest steel wedge in Wally Graham's comprehensive collection finally won the day. As can be seen it's suffered some corrosion damage, but is certainly good enough to allow some 'reverse engineering' to be applied and new parts made.

 

 Here Nigel Farrell gets to work with the needle gun, it's looking much better already!

 

Ready for the NDT testing (left) before treating with 'Rustroy' and painting. Initial readings give an average plate thickness of 7.5mm which is pretty good in the circumstances and barring any unforeseen problems should be adequate for purpose.

AUGUST 29

WHAT LIES AHEAD

 

Work aboard continues very much at a constant pace and we hope that shortly we will be in a position to despatch the main engine crankshafts away for repairs.

 

This is yet another significant step as we progress toward the full restoration phase. the process will involve the removal of the crankshafts from the engine-room (naturally) which will require the use of a mobile crane and specialist riggers. Once loaded onto a suitable vehicle the crankshaft will be despatched to the selected contractor who in liaison with the firm tasked with re-metalling the main and bottom end bearings will regrind the crankshafts. By this method the wear and ovality found in the shafts can be made good and the newly metalled bearings machined to suit.  In addition having established the alignment of the main bearing pockets, the main bearing shells will be machined true also. In addition the eight eccentrics will be ground and polished and their respective sheaves machined accordingly, these in turn will be adjusted to compensate for the machining process, thereby maintaining the correct length of stroke to their respective valves. As might be imagined this is a specialist task and represents a substantial investment of society funds, but is absolutely essential in ensuring the proper operation of these two unique engines.

 

It might be overly optimistic to hope for an 'as new' result, but we do expect a considerable improvement in operation since their last major overhaul, which we believe was over fifty years ago!

 

Once this work gets underway and we do need to move the boat to allow access for the lift, we can continue with other work in and under the engines not normally possible with the crankshafts in situ. This will mainly involve a thorough clean and paint job, ready for their return. Hopefully time will allow for much additional tidying of the engine room space which does not readily lend itself to mechanical cleaning methods.

 

At the same time preparations are in hand as and when the necessary funds are in place to rebuild the condensers, another major exercise, again with a considerable cost, but one much reduced overall by the level of volunteer labour involved. The stripping phase was entirely carried out by our volunteers, while the rebuild will be as well. The expense arises from the purchase and in some cases the manufacture of new parts to complete the job

 

In a very similar vein the starboard belting has now been completely removed by our own people and we merely await access to the port side to complete the task.

 

A recent tightening of security on site has brought about some delays whilst access issues are resolved. Meanwhile everyone involved is striving to achieve a positive outcome to the mutual benefit of all, so that hopefully we can soon pick up the pace once more. It should be said that security is vitally important and these new measures are as much to our benefit as anyone else. We do hope the usual 'open day' for the AGM will be organised in good time, taking into account the improved security level and notices will accompany the forthcoming 'Towline' shortly.

 

Perhaps it is relevant to stress that (current/valid) Membership Cards should be carried to allow access at the 'open day'

 

The heading poses the question of what lies ahead? It being my intention to give an indication of where we are upto and where we are going.

Apart from the work aboard a great deal of planning is ongoing, this is largely the remit of our own Technical Advisory Group and takes into account general requirements and many other issues, some of which impact on several aspects of the restoration.

 

Probably the most important point to stress is that the restoration is a 'restoration to full operation' and I believe I am correct in saying that at the present time no other similar project exists in the UK,  that is to say that the restored vessel will be capable of carrying passengers and as such hopefully 'self sustaining' thereafter.

 

In the majority of maritime restoration projects the selected vessel is either restored to a static role and potentially open to the public or in some cases restored to operation but constrained by capacity restrictions to carry a crew and at best a handful of guests. The 'Daniel Adamson' is to be restored to her Class V passenger capacity of 100 plus crew. The certificate is granted only if stringent safety measures set by the MCA are implemented and the vessel is limited to operation in designated waters only.

 

While this may sound restrictive, we are fortunate that a considerable area of waterways are accessible to the vessel in the region and of course the vessel can also provide an excellent static facility too, whereby numbers would be less limited.  Passenger numbers would also be determined by the duration/distance of the trips involved and naturally dependent on tidal and weather conditions.

 

Although we have a clear idea of where, how and when we will be able to operate and a fair idea of overall operating costs, as might be expected certain ground rules naturally require that detailed reports are drawn up beforehand. Whether this is a legacy of 'the dome' or just commonsense it matters not, the fact is they must be provided and as you may well guess they don't come cheap!

 

Ahead of this we must anticipate our general operating requirements, we must also consider the historical integrity of the vessel, yet we must comply as far as possible with the requirements laid down by the MCA. The vessel's age and design provides some leeway in this area which would certainly not be the case for a new build vessel or replica. Nevertheless a sensible and responsible approach must be adopted and a balance achieved if at all possible. It is fair to say that a static, historically accurate vessel permanently moored in a museum is a much more straightforward project. So compromise there must be, but this cannot apply to safety which naturally must come above all.

 

So in service the vessel will carry lifesaving equipment compliant with today's laws, communication systems and sanitary arrangements never needed before. Health and safety issues must be addressed and if practical access improved. This must then be combined with retaining the vessel's historical integrity and at the same time providing improved facilities for both passengers and crew! So at a glance you can see what we're dealing with here. Add to that the need for security in today's 'enlightened times' and you will understand the need for some compromises.

 

In general terms we would like to see the vessel's external appearance approximate to what it was in the 1930's, structurally it would not be practical or perhaps even desirable to depict the vessel in an earlier guise. Of course the purist would point out that the vessel had an open bridge until at least 1949, but of course they also had National Service, hard labour and capital punishment back then too, so an open bridge though perhaps a little uncomfortable was more likely to retain its contents in those days.  So in the unlikely event of the resumption of those days, we must have an enclosed (alarmed) wheelhouse, thus representing the early 1950's look, which in fairness represents the vessel in her mid-life and if done well a rather pleasing profile should result.

 

In the main the saloons, prom. deck, wheelhouse, boiler and engine-rooms will be restored to their 'original' appearance. Importantly the motive power of the vessel will be wholly original and unchanged. Some modifications to bilge water and sanitary arrangements will require the installation of holding tanks, but it is hoped that these will be designed in such a way as to have very little visual impact (and hopefully no impact on the other senses either!!)

 

All compartments will incorporate modern insulation and coatings to reduce degradation by corrosion and condensation etc. while fire/smoke detection systems will be incorporated where practical,  the boiler room naturally being a little difficult in this regard. Wherever possible the use of these materials will be 'contemporary' in general appearance to the original and insulation installed behind panelling.

 

Elsewhere minor modifications will be needed or where these are considered desirable. For example it is hoped that some flexibility can be incorporated in the area of crew accommodation, the original layout provided berths for seven crew, whereas it is hoped to provide some extra berths to allow the option of carrying additional personnel.

 

The days of only cold wash water and an old oil drum for a shower have gone, hot water will be provided and by a modest enlargement of the aft deck houses a crew shower too on the port side, while the enlarged starboard deck house will incorporate much improved catering facilities. The deckhouse height will be slightly increased as well, providing greater space/headroom internally and at the same time reducing the risk of head injury from the beams which cross the deck between the two houses.

 

In the ship's later service these beams supported a number of liferafts, although their original purpose was as 'tow bows' to keep ropes clear of the deck. As things stand these are far too low for safety as I know only too well and have proven the value of wearing a safety helmet on many occasions. In passenger operation it is far better to raise these to a safe height rather than risk injury to anyone.

 

Many of these improvements will inevitably add to the ship's electrical load and will exceed the capacity of the existing steam driven generator. Accordingly careful consideration is being given to the siting of a suitable, 'silent' type diesel generator capable of providing ample power for all our perceived requirements. There are several advantages to this proposal not least of which is that power can be provided at any time, anywhere irrespective of whether the vessel is in steam or not..

 

Of course this all sounds very simple jotted down in a few lines on paper, translating it all into a fully costed, approved plan is another story, but we feel confident that we are making steady progress to this end.

 

I have no doubt this particular aspect of the planning stage will be gone into greater detail at our forthcoming AGM, so don't miss it or your opportunity to put any questions you may wish about the project there.

LOCAL INTEREST & LOCAL SUPPORT

It is now a week or two since my last update, but I can assure you a lot has been happening in the meantime.

 

Aboard, or rather over the side, the removal of the belting has continued to the extent that all the starboard side belting has now been removed together with the doubled area at the stern.  This has taken several teams of two men over 130 hours to complete, not to mention the consumption of a dozen or more 9" cutting discs, used to cut out the securing bolts. The result is very satisfying as this will not only save time and expense later but allows us access to examine the underlying steel of the hull and the belting channel material as well.  NDT tests at selected points along the hull indicate very little significant corrosion to the hull sides under the belting, but as might be expected, quite severe deterioration to the lower portion of channel section in which the wood belting has sat for a great many years. No doubt the decaying wood has retained much moisture over the years which will have accelerated the process in this area. The indications are that this section of 'angle iron' has been replaced previously, no doubt due to the same problem. The upper section, by contrast appears almost perfect and may well be original as it is still attached by rivets, while the lower section had been welded in place. As things stand it would seem that only this lower section will require new steel when the restoration gets underway, so all things considered the news is quite good.

 

Elsewhere the volunteers have been preparing the engineroom ladders and gratings for removal in order to facilitate the extraction of both main engine crankshafts ashore for machining.

As reported previously the bearings are already in the process of being re-metalled and will be machined in due course to ensure an accurate fit with their respective crankshafts. A number of competent contractors have been approached to submit tenders for this work and we will shortly be selecting the most capable to carry out the work. Of course lifting and transporting the two shafts and replacing them afterward adds considerably to the overall cost of this exercise, but for safety and peace of mind it will be money well spent. There are some tasks best left to the professionals and this is no exception.

 

As you might appreciate this is quite a major step towards the restoration and I am delighted to say that we are in a position to proceed with this element of the project in advance of our major bid application, using funds raised elsewhere.

 

It is proposed that the repairs to the two main engines will form a separate, independent element of the overall project, thus maintaining the impetus of the project and utilising the skills of our own volunteer workforce at the same time.

 

I should stress that our volunteers are well qualified to carry out much of this work, having a combined level of experience in the operation and maintenance of marine steam reciprocating engines unlikely to be bettered anywhere today. With this team, working in close cooperation with professional specialists we are confident of a first class outcome and a considerable cost saving overall. Added benefits include an intimate personal knowledge of every component of the engines, their condition, strengths and potential weaknesses, so ensuring that a well planned maintenance regime can be developed from the outset.

Treating this element of the restoration apart from the main bid may also assist in keeping the overall budget within reasonable limits and assist with the major bid itself.

 

IN THE NEWS?

 

Well not exactly, but perhaps on the radio again soon!

Apart from the web-site and our quarterly magazine, we do try and keep the wider public aware of our existence by any means possible, this includes attending rallies and events, press releases to local and national newspapers, magazines and so on.

 

As some readers will know the 'DA' has featured on television with appearances on BBC North West Tonight and Granada's 'Locks and Quays' which thanks to the digital channels has extended to a much wider audience with repeats across the UK and beyond. We soon hope to announce the imminent release of another 'TV' short scheduled for release in the coming months, but more on that another time.

 

Local radio, particulary BBC Radio Merseyside have featured the project a number of times thanks to the efforts of Member Stuart Wood, presenter Roger Phillips and others, so that I am delighted to report that last Tuesday in response to an invitation to come down and meet us, BBC Radio Merseyside's 'A' Team researcher Harriet Whitehead did just that, brought a camera, a tape recorder and spent an hour or two chatting to various members of the 'crew' .

The idea is to produce a series of short interviews to accompany on line articles on the BBC's local web-site, so keep a look out.

The photo shows BBC Radio Merseyside's Harriet Whitehead during her visit to the boat (Photo Neil Marsden)

 

and finally GREAT NEWS!!!

 

 

HALTON BOROUGH COUNCIL CONTINUE THEIR SUPPORT!!

 

Literally fresh off the press today, Monday 13th August, we were notified that our great supporters Halton Borough Council have generously awarded the Daniel Adamson Preservation Society another grant of £7,500!! 

This really is fantastic news and could not have come at a better time, combining with other important awards to progress the vital engine restoration almost immediately!

 

Halton have over the last two years donated almost £15,000 to the project, which is itself a fantastic contribution. Not only that, it demonstrates in no uncertain terms Halton Council's faith in the project and what it represents to the area. 

We cannot thank all those who share our vision but in particular we should like to acknowledge the unstinting support of Agnes Smith and Stef Nelson. Thank you.....

A BELTING DAY!

 

In view of the recent weather the title might appear misleading, we have certainly had our fair share of rain, though fortunately have escaped the flooding experienced by others no quite so lucky. Perhaps it is just as well that our project involves a boat in the circumstances!

 

The weather of course has had an impact on the work we've been able to carry out, but not stopped it at all. A lot of work now involves planning, not just the schedule of work but all manner of details needed so that we leave nothing to chance. Some quite major decisions need to be addressed and as you can imagine reaching agreement on everything is a daunting task. Perhaps it is sufficient to say that the old adage 'you can please some of the people some of the time....' was never more true than on a project like this, but we are making progress as we must if we are to achieve our goal.

 

As mentioned previously the main engines are being stripped down, the main and bottom end bearings together with the thrust pads have gone away to be re-metalled, while we are presently negotiating tenders for the re-grinding of the two crankshafts. Some of the new castings for the condensers have now been completed and the next phase is to have these machined and re-fitted. As the budget allows we then hope to rebuild the condensers ourselves thereby saving a considerable sum in labour costs in the process.  Of course as we check more engine parts, we discover more work is required. This is not surprising when the fact that the engines are now 104 years old is taken into account. The vital object of the exercise is that the engines are fully restored, not merely 'patched up', so that it is not sufficient to ensure that all the major bearings are refurbished, but that smaller equally important components are given equal attention. Wherever possible the work is carried out by our volunteers, but when this is beyond our capabilities then a suitable contractor must be sought and the work put out to tender. This is particularly so when a new replacement item is needed.

 

Volunteer Graham Dean recently spent a day trawling local archives regarding the engine builders, John Jones & Sons. Amazingly it turns out that their premises were located in Cotton Street, Liverpool, just a few hundred yards from our old berth in Salisbury Dock, sadly they are long gone and no doubt any spares too, so it's a case of making new ones as and when we need them. Perhaps it is just as well that Graham is heavily involved in that process too!

 

Our first photo this week shows Volunteer Jim Ellis working on one of the main engine air pump rocker arm bearing shells (try saying that when you've had a drink!)

Jim served his time as an engineer before becoming a trainee bomber pilot in WWII. He later returned to engineering and has spent a very full life working around the world in a most varied career. His experience is invaluable to the project and as can be seen from the photo he still likes nothing better than to get his hands dirty!

 

When not putting in a day's work aboard the 'DA'  Jim is happiest carrying out 'odd jobs' at home, for example re-wiring his house, or carrying out major servicing tasks on his car. I hope I'll live to be as active as Jim, in fact I'll be happy just to live to Jim's age. He is an inspiration and truly deserving of the title, a gentleman.

 

Our next photo shows two more 'residents' of the 'Daniel Adamson Twilight Time Rest Home' in fact none other than Chief Engineer John Deakin and of course another regular volunteer Wally Graham (actually only a slip of lad really!) The photo shows the boys about to test the starboard main engine, steam/hydraulic reversing engine.

The machine has been connected to an air line and they are about to check it's satisfactory operation following cleaning and overhaul. I am pleased to report that the test was a complete success and the engine worked perfectly first and every time. A brilliant result after over twenty years! (External Link to YouTube hosted Film Clip)

 

I do apologise for my rather 'flippant' and decidedly 'ageist' remarks, but the fact of the matter is, that often when we're attending rallies, the stand is visited by individuals who having expressed an interest in the project state that 'they are far too old' to get involved!  In the majority of such cases they are a good deal younger than some of our most regular and active volunteers!  I guess the phrase 'your as old as you feel' is most fitting. True not everyone is physically capable of playing an active role, but that shouldn't stop them joining the society.  As for those who do get involved I think all would agree that whatever the weather, it beats sitting in front of the TV planning your funeral!

Come retirement everyone wants to give you a clock!! The workmates, the TV ads and so on, just when you don't care what time it is, much less want to sit watching one ticking away, so ask for a boilersuit, a hard hat and some 'toe 'tectors' instead or whatever takes your fancy. Do something you always wanted to do, put those skills you've learned to good use and above all have fun. A project such as this, is every bit as much about the people who make it happen, whatever their role as well as saving an important piece of history. 

 

So at last to that 'belting day'. Well the sun did shine last Tuesday, there was hardly a breath of wind and conditions were at long last perfect to attack the rubbing strake/belting on the starboard side of the ship. We can't get at the port side for the moment (being moored port side to) so having arranged to move our neighbour, Madog to an alternative berth, we prepared to work over the ships side. Pete Murray and I suitably attired in appropriate safety gear climbed aboard the Madog's raft/dive platform which had been kindly loaned for the occasion and set off to attack the side belting. The wooden belting is largely rotted away and will require replacement in the restoration phase, in the meantime we need access to the steelwork beneath to establish it's condition. The first stage is to release the protective steel band which runs the full length of the belting, this acts as a barrier between the wood and quayside so prolonging the life of the belting material. The steel band is about 4" wide and 3/8" thick. It is made in assorted lengths which are butt welded together and secured to the woodwork with large steel pins. (Actually great big nails, but they do have a special name which I'm afraid escapes me for the moment, no doubt the shipwrights out there will remind me!!)

 

Luckily most of the 'pins' had worked loose due to the decay of the wood, but to release the bands we needed to grind through them at the weld joints, having taken the precaution of attaching several slings to the piece to be removed!

As might be expected caution was required when cutting the bands to avoid them springing as they were released. We soon got the hang of it and ably assisted by all hands lifting the bands aboard we completed the job almost to the bow, where the remaining short length remains for the time being, tantalisingly just out of reach!

 

The final photo for this update shows our 'chippies' Gordon Owen (left) and John Broomby in the process of installing new doors on our latest 'acquisition'

In fact an unused outbuilding on the United Utilities site which adjoins our berth. The company have generously allowed us to use the building as a workshop/store close by the mooring. There is some work required to clear it out and making it secure. The old doors were beyond salvaging, but as can be seen the volunteers are already on the case.  You will no doubt have spotted that very useful beam poking out beyond the door, this extends the full length of the inside of the building making it ideal for moving heavier items. I will report more fully on this in due course with updates on our progress.

Photo Credits 1-4 Colin Brogan 5 (new store/workshop) Neil Marsden.

- Neil Marsden

FERRY 'CROSS THE MERSEY?

 

Apologies to anyone having been directed to this site via a 'search engine' in the expectation of a feature on the famous song created by my 'namesake' Gerry Marsden.

 

I'm sorry to disappoint you as the article has nothing to do with the song, nor as far as I am aware, am I directly related to my fellow 'Scouser' other than a shared surname, oh well, moving on....

 

The title actually comes about as a result of the recent discovery of a bundle of original documents, in what was at one time the archives of The Board of Trade. The documents dating from 1903, relate to the then 'new' steam vessel Ralph Brocklebank. The papers include some drawings, records of registration and the vessel's 'Steam V' (Class 5) passenger certification document. These bear various official stamps and dates ranging from July to November 1903. In fairness the bulk of the documents provide confirmation of information which we already knew, but interestingly some valuable new material. The papers confirm that the vessel, official number 104779 was indeed laid down as yard number 222 and named Ralph Brocklebank. Her port of registry is officially confirmed as Chester and that she was designed and built for the Shropshire Union Railways and Canal Company. Interestingly one column of the records concerning the material used for construction provides a choice including, 'wood, composite, iron or steel' of course the material indicated is given as steel. The most significant document, providing previously unknown (at least to us) information is that concerning passenger capacity, which indicates a figure of 283 passengers, as built! There are a number of amendments which later adjust this figure to 200 and by 1936 the current figure of 100 passengers.

 

It is the original figure of 283 which comes as the greatest surprise and which in my humble submission justifies the description that, as built, the vessel and her two consorts, Lord Stalbridge and W.E.Dorrington provided a 'regular ferry service' between Ellesmere Port and Liverpool. Of course as we know this service was combined with the towage of barges, so that the term 'tug tender' is fully justified. If anything the description might be better termed 'tug-ferry'  although I suspect there are purists and others far more knowledgeable than I who would differ.

 

Many would say that a 'tender' is/was a vessel used to convey passengers and their luggage between a landing place and larger ships lying at anchor offshore. These vessels might also assist in the towing of vessels as required. In the main such vessels were often considerably larger than conventional harbour tugs, used generally for towing duties only.

 

The Mersey in common with many ports around the UK operated some fine examples of this type of vessel, often these were built for the principal steamship companies of the day, rather than pure towing companies, examples included Cunard's Skirmisher (1884) White Star Line's Magnetic (1891) and Canadian Pacific's Bison (1906)

 

In addition, Liverpool's Alexandra Towing Company operated a large number of 'tenders'  including Herald (1907) Flying Kestrel (1910) and the smaller Egerton (1911) followed by many more over the years, virtually until the end of scheduled passenger services from the port.

 

It is clear from the numbers built just how substantial the volume of passenger traffic was at one time in the port, a scene repeated but probably not surpassed anywhere else in the UK at the turn of the 20th century.

 

Today two examples of the type remain, albeit only in a partially restored/conserved state, Red Funnel's once steam powered Calshot (1930) and the recently returned Nomadic (1911) of White Star Line.

 

Of course the Mersey Ferries date back to origins in the middle ages when a cross river 'ferry' was provided by the monks from Birkenhead Priory. The landing place for this service and those that followed has provided the town of Birkenhead with familiar names for a number of districts, Monk's Ferry, Rock Ferry and New Ferry. In addition ferries services developed all along the Wirral banks of the Mersey, all serving the ever expanding port and city of Liverpool. From New Brighton to Eastham and numerous points between. Over the years vessels were developed both to convey large numbers of passengers and prior to the building of the Mersey tunnels an increasing number of vehicles across the river. Today just three ferries and a similar number of landing stages remain. Thankfully major investment ensures that this world famous service continues and hopefully will survive long into the future.

 

Of course none of the vessels operating today or their predecessors were designed to provide a service other than the conveyance of passengers, certainly no towing role was envisaged.

 

So I suppose the question is, what type of vessel is the Daniel Adamson? Ferry, tender or tug?  She definitely towed other craft. She definitely conveyed passengers on a regular river crossing. Could she have carried passengers out to waiting ships anchored in the river? Well possibly, but probably not, we don't know.

 

In the magnificent book 'British Steam Tugs'  by P.N.Thomas, a whole chapter (7) is devoted to and titled, 'Tenders & Passenger Carrying Tugs'. As if to complicate rather than resolve the issue raised here, the chapter opens with reference to the first vessel to be credited with the title 'tug' naming the Industry of 1814 and stating that she had been built as a 'passenger steamer' in fact a role she continued as a 'tug' for years afterward!

 

Perhaps quoting from paragraph 3 of  Chapter 7's opening page may clarify if not resolve the issue, I will let the reader decide!

 

In June 1868 the paddle steamer Walney .....built and designed by McNab & Co. Greenock made a satisfactory trial trip with a speed of 14.2mph. She had been built specially for the Furness Railway Co. and was intended for the passenger traffic at Barrow and was to be used occasionally for towing; that is the true function of the 'tender'

 

Without knowing much more about the services provided by the 'Shropshire Union' 'tenders' say from timetables, the combined passenger capacity for all three ships, or whether this number exceeded or was less than the vessels they replaced, it is difficult to assess their true role. We do know that they were all designed and built with passenger facilities from the outset, but that by 1921 demand for their services had ceased and they were sold.

 

It would be of great interest to know some more about the service for which the vessels were built, so if anyone is able to shed light on this we'd be delighted to hear from them.

 

In the meantime the title 'tug-tender' seems the most fitting and whether 'ferry' or not, there is in the UK at least, no other surviving today which performed the same role.

 

RESTORATION PROGRESS

 

Coming right up to date, what is happening aboard? The answer is, I'm pleased to report, a great deal!

 

Engineroom:- This is one area of the vessel where we really can make progress as we prepare for our major funding bid. It is also, along with the boiler room the heart of the ship and the area where our project differs most significantly from many others.  It differs because the original 1903 built machinery remains intact, we don't need to replicate or replace it with some alternative. In the case of the main engines of course we have two of them, 'mirror images'  or so we once thought of each other, but as we learn all the time they are not 'identical twins' and there are subtle differences between them. The fact that we do have two of course means twice the work and double the cost to restore them.

 

By the same token having two quite substantial engines in the same relatively confined space means that the ship possesses some unique features, notably the fitting of her remotely operated steam/hydraulic reversing engines. I have waxed lyrical about these before so I won't dwell on the subject now, save to say that as far as we know no other examples exist, at least not performing their intended function in the vessel for which they were built.

 

I mention differences with other projects, some ongoing and one or two proposed, principal of these is that from the outset it has been our intention to operate the vessel. The Daniel Adamson would be a significant historic vessel if she were merely 'preserved' as a static exhibit, open to the public and providing a glimpse of how things once were, perhaps with engines slowly turning and powered by an electric motor for 'effect' of course this would one way of doing things, but not what we've been working for.

 

Our goal is and has been from the outset, to go much further. The engines will once again drive the ship, the auxiliaries will function as designed and the power to do this will come from her own coal fired boiler. What is more the restored ship will join the very small number of preserved vessels in the UK able to do this and carry the public as passengers as well.

 

So it is that the engines and boiler must be restored to full working order. The boiler is now ready for the restoration process, a contractor has been identified and the costs are known. As we expected the cost is substantial and will require external funding for this and much more besides. That said we are well advanced in preparing our bid proposals for that funding. In the meantime the main engines have now been stripped, their condensers opened up and are being prepared for rebuilding. Patterns have been made for new tube plates to be cast with the help of our own pattern maker, Alan Frodsham. Invaluable for his skill as a pattern maker alone, but equally committed to sourcing much other valuable material to the project he is just one of our expert team.

 

The main engine piston rods are presently ashore being refurbished, while essential new items needed for their replacement, namely the cylinder neck bushes which had become worn, are being replaced with the aid of the staff and students from our linked training establishment TTE in Ellesmere Port.

 

The main engine bottom end and main bearings, along with the thrust pad bearings have now been removed and have been despatched to a specialist bearing repairer in the midlands. There the bearings will be re-metalled using state of the art technology and machined to a fine tolerance preparatory to refitting them in the vessel. The cost of this work already forms part of our existing budget.

 

So that this exercise will have maximum benefit, it follows that the main engine crankshafts must receive suitable attention also. To that end we have sought quotes from a number of specialist firms across the UK capable of carrying out this work. As may be imagined many engineering firms are well versed in re-grinding crankshafts of the size to be found in a car engine, but few are capable of handling a couple each weighing nearly as much as a car, with dimensions to match! The overall cost of these essential repairs we hope will not exceed our present funds and leave us a modest contingency for other urgent matters, however, it is true to say that pressing on with these major works is a costly exercise, but I believe illustrates in clear terms our determination to progress the restoration and our confidence in it's success.

 

As ever your support and donations make this possible, please continue to support us anyway you can, thank you.

 

These quite significant steps take the project beyond the 'conservation' stage and firmly into the restoration process, soon we hope if funds allow to continue with the rebuilding of the condensers, more on that later.

 

The work on the auxiliaries continues also, as has been reported already Messrs. Dawson Downie Lamont have generously offered to assist with the overhaul of the boiler room pumps and a progress update will follow in due course. The engine-room a