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 auxiliaries are mostly in the process of overhaul by our own volunteers with both circulating pumps ashore and receiving attention. The 'Sissons' powered generator has received attention and only last week was tested on compressed air using our newly acquired compressor. Owing to the small bore air pipe this test was of limited success and so our regular 'Mr Fix-It' Walter Graham has made up a new connector to allow a larger bore air line to be used, hopefully this will allow a more impressive test to be run soon.

 

Miscellaneous Meanwhile we have received a visit by specialist electricians with whom our own 'Technical Advisory Group' have discussed our perceived needs for the future operation of the vessel. It is appreciated that the 'Sissons' alone cannot be expected to cope with demand and would provide power only when the vessel is in steam. Obviously we will need to generate adequate power at all times, irrespective of the availability of 'shore power' so identifying the right machine is essential. To that end we have the great advantage of our own 'TAG' (Technical Advisory Group) comprising specialists in a number of essential fields, without whom we would be compelled to engage consultants for many of the tasks that lie ahead, no doubt at some cost to the project. The 'TAG' are looking not only at the most suitable type of generator, but at the siting of the machine so as to minimise its impact on the heritage value of the vessel. Other tasks include identifying new tanks and pipe systems for potable water, sanitation facilities, pumping arrangements, also adaptations to existing structures aboard to provide improved, safe viewing access to engine and boiler rooms, improved catering and crew facilities. The complete restoration of the aft deck including the fitting of new steel as required. Replication of companionways, skylights, doors windows etc a seemingly endless list. It is a mammoth task but absolutely essential so that we can calculate exactly what it's all going to cost, while all the time identifying work we are more than capable of handling ourselves and importantly, getting on with it.

 

We read of projects which suggest 'ball park figures' running to millions of pounds and in fairness, until a project is well underway there is no alternative but to adopt a 'best guess' estimation of what costs are likely to be involved.

 

We had no choice but to do the same when we first embarked on this project and have learned so much since then, not least of which is that the hordes of organisations, public bodies and celebrities I had perhaps naively assumed might have shared our vision have so far largely failed to materialise or shown scant interest to date.

 

This is by no means true of all those we have approached and I hope that wherever possible we have shown due acknowledgment of their support. As far as our original 'estimates' go, so far it's looking like we weren't too wide of the mark, he says touching wood with firmly crossed fingers!!

 

I have still only hinted at the task that lies before us, the logistics, the planning and so on, even the scheduling of tasks, for example having the crankshafts re-ground means that while all that delicate metalwork is out of the way we have the window to thoroughly clean and paint large parts of the engine room, the one compartment that is least suited to commercial cleaning/painting processes. The risk of damage would be too great in there, so it's back to basics and a bunch of (hopefully) eager volunteers!

 

As well as electricians, engineers, surveyors and so on, we have also received visits from other much needed professionals, essential to the success of the project. We have now identified a specialist to prepare our 'Access and Audience Development' plan, a vital component for our major bid application. Our ideas and visions may be all well and good, but funding bodies need a little more convincing than that, hence the importance of presenting our case in a professional fashion.

 

Presenting our case regarding the educational value of the vessel and the restoration process itself, is another essential element. In this regard we have received a visit from Mr Michael Davies of The Barlow RC High School & Specialist Science College, Didsbury, Manchester. Yes that's right, Didsbury as in the home of the Engineer and Industrialist Daniel Adamson in who's honour the vessel is named. Coincidental this may be, but Mr. Davies has kindly agreed to join with our own Di Skilbeck, herself a retired Headteacher, to produce a document defining the role and value the vessel presents in a range of subjects and key stages of the GCSE syllabus to schools in the region. Educationalists out there please forgive me if I haven't quite used the correct terminology there, but I hope you get the idea??

 

To close this weeks 'sermon' and resisting the temptation to tell you everything that is happening or in the 'pipeline' I will finish by mentioning yet another visitor to the boat last week. On this occasion we welcomed Mr Leigh Doeg from Melbourne, Australia. Some readers may recognise the name, others may have spotted an early endorsement from Leigh on the site 'Guest Book' way back when the project began. As such Leigh has been one of our most 'distant' (in the geographical sense of course, while we've a few of the other type much closer to home!!) supporters for some time. When it comes to maritime heritage/restoration projects, operating steamers and even his own successful coastal cruise business, Leigh can safely be said to have 'got the tee shirt' (probably the hat and trousers too I would say!)

 

Over the years Leigh has been closely involved with two steamers namely, the tug Wattle and latterly Lyttleton II, sadly no longer with us, having been recently scrapped for want of funding support. (Familiar??) He did however manage to save some essential components from the Lyttleton not least of which are her two Scotch boilers. These like the vessel were built by Lobnitz of Renfrew and like ours are coal fired with three furnaces apiece. They differ in some detail from the boiler installed in the 'DA' being slightly longer, of a smaller diameter and being designed to operate under 'forced draft' as opposed to the 'natural draft' of the 'DA'.

 

Both boilers are available at a very reasonable price, though not surprisingly 'post and packing' costs extra! Leigh is naturally keen to see them go to a good home and even with shipping costs they represent a great asset. At the present moment in time, as much for the lack of funds and/or storage facilities as other considerations we cannot take up Leigh's offer, but there maybe somebody out there who's prayers have just been answered.

 

Leigh did not come specially to the UK to see us, but instead was partaking of one of his regular 'pilgrimages' around the world in pursuit of his love of all things steam, particularly steam ships.  Already his trip had taken in visits to Shieldhall, Medway Queen and John H Amos and was to involve a number of further visits the length of the UK before moving on to the Bosphorous and still more steamers!! ....Well it's good to have a hobby!

 

I am flattered to report that Leigh spoke very highly of the project to restore the 'DA', the professionalism displayed and the 'hordes' of volunteers in attendance during his visit, actually a normal turnout for a Tuesday, but an observation not made for the first time by visitors. Having praised the project, he added much favourable comment on the website too, explaining how he was able to watch our progress on a regular basis despite being half a world away. I felt almost embarrassed, (while he was in our bit of the world) to have him join the society on the spot, but I'm glad to say I fought it off and as good as his word he did. So welcome to DAPS Leigh, it's good to have you with us. Seriously Leigh's visit was very valuable for a variety of reasons and some of the tips, advice and experiences he was able to pass on will no doubt come in very handy. By the way if you are reading this in Australia or planning a trip 'down under' you might like to sample a trip on Leigh's boat while you're there, take a look at www.melbournestarcruises.com.au

 

I'll finish with a snap of Leigh and I down in the saloon during the 'tour'. The photo was taken by John Broomby one of our 'chippies' unfortunately he seems to have caught me in one of my less flattering poses, catching me in what my daughter might describe as a bit of 'geek' moment, still as a photographer John makes a great carpenter!!

 

More news soon.....

 

Neil Marsden

JUNE 18

SUPPORT & ENDORSEMENTS

 

Further to John's report on the 'All Aboard' event at Wellington Dock, I would just like to add that the event proved very popular despite a damp start on both days.

Once the rain stopped the crowds really turned out, proving just how popular an event of this type can be. Naturally the numerous tall ships were the main draw, although it has to be said there were many ardent music fans in attendance too. Live music was provided throughout both days and it is testament to the tenacity of some of the fans who came prepared for anything, to see them sitting on their folding chairs, in anoraks and raincoats, huddled under umbrellas contentedly enjoying the music in the early morning deluge!!

 

Luckily the weather cleared on both days and the crowds really came out.

The 'DAPS' stand was staffed by our regular working party volunteers once again, despite our constant requests for additional help on such occasions. Luckily the event did not clash with a working party weekend and in any event the close proximity to the boat meant that we could have probably coped had the dates clashed. Nevertheless our thanks to all those who helped, who like me, will have given three consecutive weekends to the cause this month!

 

Was it worth it?  Very definitely yes, there was an almost constant flow of visitors to the stand many of whom showed strong interest in the project, offering support in various forms. Despite the quite limited amount of merchandise available, well over £100 was raised and several potential new members gained. Some valuable contacts were made as well. If nothing else a great number of people who may not have known about the project before, do now and that is important.

 

Thanks must go to the organisers of the event for making it such a success and kindly welcoming 'DAPS' along.

 

In closing, having mentioned the 'support' we received over the weekend's event, I would also like to mention the endorsement the project has recently received from Birkenhead MP Mr Frank Field. As is well known Mr Field is a strong supporter of heritage projects nationally, while locally he is equally well known as a popular and well respected politician for his passionate and unswerving views, being held in high regard by many, irrespective of their political allegiance. I am delighted to quote from his response to my contacting him as follows;

 

I was very interested to read all the information that you included in your e-mail and to look at your website. It is truly great to see a restoration project being taken up so seriously with such close ties to the ship-building industry in Birkenhead. I very much wish to see a success of it.

 As you are probably aware I have a great deal of commitments at the moment, what with Cool Earth and my Parliamentary commitments, and I am therefore afraid to say that I do not have the time to launch myself into another project, as tempting as it is.

 I would like to thank you for considering me to become a part of the campaign and I wish you great success with the project. Please do put me down as a named supporter.

 With best wishes,

 Frank Field MP

Every little helps as they say, be it the £100 or so we raised at the weekend, a few hours of your time, a new membership or the endorsement of a well known individual, it makes all the difference. Thank you

WHAT'S BEEN HAPPENING?

 

Having been absent from working parties for over two weeks while visiting family half a world away, I admit I was wondering.

 

Well despite my fears that they couldn't manage without me, they certainly did and it's probably best to illustrate this with some photos of the ongoing activities.

 

Before doing so, I should just mention that most members will now be in receipt of the latest edition of the society newsletter 'Towline' and from that will know that the Project Planning Phase has now been officially completed. A further meeting with the HLF has taken place and a schedule of deadlines has been loosely drawn up to progress the next phase, namely the main bid for funding. As can be imagined this represents a mountain of work and would fully occupy a large group of full time, paid, professionals let alone a group of largely amateur volunteers!

In addition further documentation is required from external consultants to support our bid, so that combined with the need for a comprehensive, fully costed restoration programme, it is anticipated that realistically it will be approaching the year's end before the bid might be submitted and well into the new year before a result is forthcoming, only then can the major work commence. In short our original target date for completion in 2008 must now be considered somewhat optimistic. Certainly there is little realistic prospect of commercial operation in that time frame, but we should not forget what has been achieved already in three short years and perhaps reflect on the fact, that as predominantly complete newcomers to the restoration scene we have much to be proud of and I believe can stand comparison with many similar projects in a favourable light!

 

Enough on that theme for the moment then, let's see what we have managed in the last few weeks, even without my help!!

 

Just one small sample of the CAD diagrams produced by Mike Williams, this example shows a possible proposal for the siting of an oily bilge holding tank. Today's regulations mean that despite all the 'heritage' value of a 104 year old, largely original passenger carrying steamer, the rules require that we are as far as possible 'environmentally friendly'

 

This means that the waste we produce is our responsibility and we do mean all our waste! We must have the capability of retaining this on board so that it may be disposed of in a responsible manner. Mike is, as might be obvious, a professional design engineer and has produced similar 3D diagrams illustrating proposals for various holding tanks for waste as well as additional storage for fresh water etc. As well as these he has produced a number of CAD models of the vessel's frames, compartments, pipe work and so on.  Mike has also produced new hull drawings made from accurate measurements taken whilst the vessel was last in dry-dock. This has produced a computerised hull model which has shown a number of errors in the original drawings where for example frames were missing or incorrectly shown. This 'model' can now be used together with the latest computer software to determine accurate stability plans for the vessel and the effect of modifications, additional steelwork, tankage and so on. It's no exaggeration to say that we are most fortunate in having Mike as a valued member of the team, the more so for the fact that he has also agreed to coordinate all aspects of the restoration plan as well, all this and he pays us to be a DAPS member!!

 

We've also been purchasing some much needed new equipment, here John Deakin, David Pickup and Steve Lawrinson appear 'awe struck' as they admire our new compressor, an important asset which will allow us to operate air tools as well as test restored machinery independently and without depriving others by borrowing their equipment. Until now we have been generously assisted by our colleagues from 'Kerne' who have loaned their machine on many occasions, but they do need it themselves from time to time!

 

Another new item, this time a new gangway. The old one was becoming a little hazardous and having sustained some damage over the last couple of years was past it's best. It was also exceedingly heavy and by the nature of our present berth required lifting ashore after each visit to avoid further damage as the vessel 'ranges' considerably due to varying dock levels and the wake from passing traffic. Despite the precaution of a safety net between the vessel and the quay, the risk of a slip or fall with the old gangway was of some concern, so that the investment in a new, safer and thankfully much lighter piece of kit was considered money well spent, it looks nice too!

The photos above show various stages in the lifting of the starboard main engine crankshaft. Having established that the re-metalling (with white metal) of all the main engine bottom end bearings would be a wise investment, not only due to some obvious wear but also to the fact that the composition of the white metal itself was questionable due to age, it was decided to give the same attention to the crankshaft main bearings also, along with the thrust pads. While both an involved and costly process, it was considered a wise precaution in the process of refurbishing the main engines to carry out the procedure now, rather than later and risk serious damage to the bearings or shafts. Accordingly once the crankshaft was lifted, access to the lower bearing halves was achieved and these removed ready for overhaul.

 

With the crankshaft removed access was available for a more thorough cleaning of the crank pit. Here we see Jack Nulty, suitably attired, not in a bin bag, but an appropriately coloured disposable boiler suit cleaning away some of the years of tar-like deposits from the pits.

A most unpleasant but necessary task which, as ever, Jack and others undertook without hesitation or complaint.

 

 

At the same time the crankshaft was removed it provided the ideal opportunity to remove the starboard reversing engine so that this too might be overhauled. As ever this is another heavy piece of machinery and took considerable effort to raise it to deck level where it could be thoroughly cleaned ready for overhaul.

 

As can be seen the reversing engine had over the years received numerous coats of paint, latterly a shade of black gloss, no doubt to match the accumulated 'muck' adhering to every surface. As we chipped the paint away we noted that a builder's plate, partly obscured by the paint and it's location relative to the main engine frames lay underneath. This provides details of the builders, a serial number and year of manufacture (1903) so confirming the engine to be original with the vessel's date of building. We know from the hand wheel (previously illustrated on this site) that the machine was patented by Browns in 1901 and it too bears the manufacture date as 1903. Please note that the wording on the plate refers to the machine as a 'combined steam and hydraulic starting engine'  although clearly in this case it's function is to remotely operate the reversing gear of it's associated main engine, rather than the conventional lever mechanism normally found on such engines of the period. In the case of 'Daniel Adamson' the fitting of two main engines in the close confines of a tug's engine room, meant these compact, remotely operated machines allowed a single engineer to operate both main engines simultaneously and with considerably speedier response to telegraph orders. This is clearly an important milestone in 'Edwardian' engineering and obviously an early example of 'automation'!

 

It is not known how many other examples of this type of machinery survive today (if any) but the fact that the 'Daniel Adamson'  has two, is in my submission yet more evidence, if it were needed, of the amazingly unique status of this vessel. An internet search for reference to similar machinery is very limited, but perhaps significantly reference is made to the fact that the main engines of RMS Titanic were also fitted with Brown's patent reversing engines, albeit 9 years later!! (See Fig.7 http://titanic-model.com/db/db-03/hahn.html)

 

With the starboard engine crankshaft set back on temporary supports, work gets underway to ready the port engine for similar treatment, here the HP eccentric straps are uncoupled from the crankshaft.

 

  Gordon Weston releases the nuts securing the LP valve gear at the aft end of the engine, allowing removal of these eccentrics also. You will recall that the main engine pistons, piston & connecting rods have all been removed previously and are already being refurbished.

 

 Elsewhere work continues too, here the starboard main deck receives some attention. After the removal of the temporary deck covers, the underlying steel decks have now received some extra attention with the Hilti needle gun, chipping hammers, wire brushes and have been examined using NDT equipment and test drilling to establish their condition. These examinations have been carefully carried out and results recorded by David Pickup, a former MCA surveyor and naval architect who is now a regular volunteer aboard. As with all our volunteers, David is a much valued member of the team, the more so for his specialist expertise in many facets of the work required to ensure that the restoration is to the highest standard.  In this area the plating displayed minimal wear and having been given a coat of 'Rustroy' preservative, receives an additional coat of red oxide to protect it still further pending full restoration. When thoroughly dry, the temporary covers will be replaced. Areas where corrosion has been more significant have been identified and recorded to allow new steel to be readily fitted later.

 

 As mentioned we have decided to re-metal all major white metal bearings on the main engines and in order to do so have approached a number of potential contractors able to carry out the work and to provide tenders for the job. Amongst these is the Engineering Department of the Llangollen Railway who generously extended an invitation for some of us to visit their works and see for ourselves the facilities they have to offer, both in terms of engineering and leisure facilities. As can be seen from this brief glimpse, the railway can be justifiably proud of their immaculate collection of restored locomotives, many of which have been restored on site. The workshops can provide all manner of machining facilities alongside a boiler shop capable of overhauling and building complete new boilers unto mainline locomotive size.

Sadly the boiler shop cannot as yet manage a 'DA' size 'Scotch' boiler, but the works provides many other facilities which we may have need of during our restoration phase.

The photos show DAPS Members, Kevin Price, Steve Lawrinson, Gordon Weston and Gordon Owen alongside ex GWR locomotive 7822 Foxcote Manor, standing outside the works with another similarly large loco undergoing extensive repairs inside. One cannot fail to be impressed by these magnificent engines as they stand quietly 'sizzling' until the moment the crew set them in motion and their immense power is so immediately apparent, brilliant!!

 

Inside the engine works with numerous locomotives in various stages of repair/restoration. They're even building a completely new main line locomotive in there too!!

Finally ex GWR Prairie tank 5199 standing at the Llangollen Station platform, shortly due to depart with our small party amongst her passengers. We were even more privileged to be allowed turns on the footplate to see first hand the 'action' at close quarters! A tremendous experience. Our thanks to all at Llangollen Railway who made us so welcome and particularly Les Green and Dave Owen (I'm pleased to report both of whom have now visited the 'DA') for their valuable time.

 

If you really can't wait a moment longer for the 'Danny' to be steaming again, perhaps a trip to Llangollen will help you cope in the meantime, please take a look at http://www.llangollen-railway.co.uk/index.html for timetables etc. While you're about it you could consider a little time on the water too, the Llangollen canal offers narrow boat trips including the famous Pontcysyllte Aqueduct crossing, an unforgettable experience, check out:-http://www.waterscape.com/servicesdirectory/Pontcysyllte_Aqueduct   Why not combine the two on a day out this summer as a precursor of things to come as the 'Danny' returns to steam, albeit we can't promise a trip on the aqueduct, sorry!

- Neil Marsden

Photographs by Colin Brogan. -

ROPE FENDERS

A series of photos depicting the making of a type of traditional rope fender as used aboard 'Daniel Adamson' during her service with The Manchester Ship Canal Co.

Here volunteers George Hayes and Colin Leonard demonstrate the method used, using a length of manila rope and a figure 8 pattern to weave the fender. George conceded that it was over 40 years since he last made one, but it seems he's not lost the 'knack'

The fenders can be made to varying lengths dependent upon the location they are mounted along the ship's sides. Ultimately these will be attached by chains and shackles to lugs fitted along the ship's bulwarks. As well as this type of fender a circular 'button' type bow fender will be made and fitted (when they remember how to make one!!)

After 'weaving' the fender is attached to a line and thrown overboard to soak for a time during which the rope tightens on itself and the fender becomes considerably harder and more rigid. It is then ready for use and will 'weather' over time. A big improvement over old car tyres I think you'll agree.

Right now this is just another small job in the preparation stages of the restoration and makes a pleasant change from the continual, chipping and scaling activities needed to remove years of rust and multiple layers of paint. It also demonstrates skills seldom seen today and which we hope our volunteers will continue to teach others in the years ahead.

Well for the moment that should provide some indication of just some of the activities aboard over the last few weeks, there are many more both aboard and elsewhere, but I hope this update will have given some idea of just how busy we continue to be and how the team manages even without me there!!  (Don't say you should have stayed away!!)

From here on it gets busier still and I am delighted to report that the number of volunteers continues to grow with new member Chris Todd as our latest 'recruit'

As the 'Rally Season' draws near you may be able to help too. Perhaps the work aboard may be a little too 'heavy' at the moment, but promoting the Society at rallies and shows is relatively light work and can be good fun, you still need to be a 'DAPS' Member of course but your help allows the working parties to continue their tasks uninterrupted.

If you are interested or think you can help in any way please contact Colin Leonard (Events Coordinator) details on our 'contacts page'

In closing I would just add that your continued support allows all this to happen, it's renewal time for membership and without you we couldn't do half the things we've shown here. Stay with us we're really forging ahead now.

If you can, spread the word too, the more members we have the greater our chance of success and together we will secure one of the nation's most valuable historic maritime exhibits, not in a glass case or museum, but as a 'living' thing, how important is that?

- Neil Marsden

- Photographs: John Broomby

TOW LINE 12

The latest edition of The Tow Line has been despatched and should be with members by now. A membership renewal form is enclosed for those members who do not renew by standing order. If you have set up a standing order, please ignore this form.

MAYORAL VISIT

 

On Tuesday 10th April we welcomed the Lord Mayor and Lady Mayoress of Halton aboard for a return visit to the 'Daniel Adamson' along with Councillor Steff Nelson and Funding Development Officer Mrs Agnes Smith.

As has been reported previously in these pages, Halton Borough Council have been keen supporters of the project to restore the 'Daniel Adamson' and over the last twelve months have donated over £7,000 to the restoration funds, a most valuable and very welcome contribution. So it was only right and proper that we were provided with an opportunity to show our visitors how their contributions had been used in progressing the restoration since their first visit.

 

On this occasion we were also delighted to meet Mr Peter Swain, who had accompanied his brother the Lord Mayor on this visit. Peter a former marine engineer and today a boiler surveyor was, as might be expected entirely 'in his element' on board and you can be assured he was handed numerous membership forms by our volunteers during his tour of the ship!

 

The Mayor's party, Council Members, Port of Liverpool Police and DAPS members gather for a 'group' photograph at the bow.

 

The visitors were given a detailed tour of the vessel and were shown much of the ongoing work undertaken since their previous visit. I can happily report that they DID see a difference and spoke in approving terms of the progress made.

 

The Lady Mayoress, Mrs Margaret Swain (left) takes a look at the engine room.

 

Following the tour and before taking refreshments Chairman Tony Hirst, by way of thanks to Halton Council,  presented Lord Mayor, John Swain with a framed copy of our Limited Edition print of the ship by marine artist John Christiansen. (Not got your copy yet? Don't leave it too late, orders forms available on this site)

 

Despite the Easter Weekend immediately prior to the visit, DAPS Member, Phil Janion was able to produce an excellent cold buffet for our guests and volunteers on the day. This went down very well and was much appreciated by one and all. Here Councillor Steff Nelson is flanked by Chief Engineer John Deakin and Phil Janion. Note Phil is not dressed in his catering attire but was also actively involved in demonstrating work aboard during the tour!!

 

John Deakin joins the Lord Mayor and his Lady to express our appreciation of their visit and to the Council for their continued support. I believe my comment on taking the photo that the Chains of Office buffed up well with a spot of 'Brasso' was taken in good heart!!

 

We are most grateful to Halton Borough Council for their support and especially to the Lord Mayor and his party for taking the time in a very busy schedule to visit the project. We know that the 'Daniel Adamson' is held with much affection by the people of Halton and perhaps when one considers the motto which accompanies the Borough's Coat of Arms,  'INDUSTRIA NAVEM IMPLET'  (Translation; 'Industry fills the ships') perhaps we can understand why.

 

A NEW VIEW

 

Finally, one last photograph for this update. This view courtesy of Member John Broomby, shows the 'DA' from a slightly different angle from usual and shows the ship alongside the United Utilities complex at Sandon Dock, Liverpool.

Taken from the waters of the dock it presents a new image not normally seen by visitors. How and why John was 'afloat' and what we were upto will be the subject of my next report!

HELP WANTED

 

We would like to produce a DVD to incorporate both 'still' and video images of the history, progress and plans for the restoration of the 'Daniel Adamson' using clips, photographs, CAD diagrams etc. My idea is that such a compilation could be used with a suitable DVD player/laptop to provide a more dynamic display for our promotional stand at rallies, meetings, conferences etc. The DVD would not be for commercial use, nor for wider public performance, but merely as an additional tool providing a wider and more detailed view of our activities. So to members with suitable IT skills/relevant experience and of course a charitable nature please get in touch.

Thank you, Neil Marsden

 

MISSING ITEMS

 

We have now begun the vitally important stage of organising all aspects of the restoration phase, this includes identifying potential contractors, obtaining tenders and determining the multitude of tasks to be undertaken to ensure that the vessel is restored to first class operating condition and as far as is practicable, to a condition which most sympathetically retains the maximum heritage value of the ship. In order to achieve this aim we are already well advanced in restoring the vessel's machinery to a condition much improved over that seen in the vessel's latter stages of service, so that on completion of the restoration we hope the vessel will be as good as 'new' or at least as close to this goal as possible.

Naturally our aim is to produce a fully operating, reliable, safe and well maintained vessel at the end of the day, so that with regular care and attention the vessel's 'active' life can be extended for years to come. Equally public areas, notably the saloons will be restored to their original splendour and done so with close attention to authenticity in order to maximise the overall effect of this unique vessel. Authenticity throughout will be the 'benchmark' we will strive to achieve, naturally of course some allowance for modern requirements must be taken into account, although wherever possible the impact of these alterations will be kept to a minimum and as unobtrusive as possible.

 

Regrettably since being withdrawn from service and prior to our acquisition of the vessel, some vital items of equipment have been removed, possibly by 'souvenir hunters' or more likely those intent on making a quick profit, either way the net result is that we lack some essential equipment needed to operate the vessel in the traditional manner. I refer principally to the telegraphs, both bridge and engine room repeaters, none of which remain.

 

As has been reported previously on this site we have acquired a single bridge telegraph of the correct pattern, which if a second cannot be sourced may suffice to provide the basic means of communication between bridge and engineroom, but we still lack the engine-room receivers to make the system work. There are modern alternatives but these would really amount to a last resort answer and would detract considerably from the level of authenticity we hope to recreate.

 

Sadly despite appeals and much 'detective work' we can find no trace of the missing, or to put it bluntly the stolen items, which is a great shame when one considers that it is likely that if they do survive somewhere, they are merely used as ornaments, serving no useful purpose other than an occasional conversation piece for someone or other.

 

It is particularly annoying that we are not alone in suffering this fate and that most similar projects face the same problems in replacing such stolen items. Of course being a twin screwed vessel our problem is doubled, needing as we do two of everything! It is difficult enough to replace a single item, so imagine the problem of sourcing a matched pair.

 

So much of the 'Daniel Adamson' is totally unique that no spares exist, there are no 'off the shelf' items, there are no manufacturers available to provide replacements and modern 'replicas' are simply that, replicas and cannot be adapted to operate. Even the chain linkage between telegraphs is no longer manufactured, so while we can restore the boiler, refurbish the saloons, replicate the furnishings, replace worn and damaged steelwork, it will be almost impossible to replace these items, but we are doing everything we can to try and your help would be appreciated.

 

So what are we looking for?  Well firstly another bridge telegraph, the 'DA' had two, they were made by 'Chadburns' of Liverpool and the following photograph shows the starboard instrument:-

As can be seen it has two handles, one for each engine. The port side instrument was identical and the two were linked together to act in unison. The same photo also shows a 'tallow cup lubricator' this is the 'thistle' shaped brass item atop the steering engine, partly obscured by the white rag, all of these have been 'liberated' by thieves too! They can be sourced today but naturally at a considerable cost, some readers may know of the whereabouts of some of these and again we'd love to hear from you.

 

Okay then, the bridge telegraph we do possess now is still a very suitable replacement, but ideally we could do with another.....

This one is a 'Robinson' (and since cleaning looks tremendous!!) it is a 'twin' (i.e. operates two engines) so if you know of the whereabouts of another we would be absolutely delighted.

 

Moving below to the engineroom this is the area where our telegraphs, or the lack of them is of the greatest concern, the photo shows the missing items:

 

The society would like to thank Halton Borough Council for their continuing support for the restoration of the Daniel Adamson. Last year Halton contributed £5,000 towards the project.

The "Danny" was was often to be seen at Old Town Quay Runcorn which is in the Borough of Halton.
 

WORLD SHIP SOCIETY MARITIME MART

The Daniel Adamson Preservation Society stand will be visiting the World Ship Society Maritime Mart which is being held at the Old Wallaseyans' Club, Grove Road, Wallasey on Saturday March 17. The Mart will be open from 11:00 to 14:00.

Volunteers to crew the stand should contact Colin Leonard.

MARCH 04

ONGOING ACTIVITIES

It has been a little while since my last update mainly due to the fact that I recently succumbed to a very heavy cold which put me out of the action for some working parties.

 

Despite the rain, high winds and even our thankfully brief fall of snow, work has carried on unabated so that not a single working party has been missed due to the weather, a great tribute to the volunteers who turn out whatever the conditions.

 

We have made much progress towards identifying the extent of work to be carried out by contractors, so that tenders can be sought and the process of building up a clear picture of overall costs can be compiled as we move toward the preparation of the major funding bid. Of these elements of the restoration phase, probably the most critical will be the boiler work, upon which just about everything else depends. Surveys suggest that the boiler can be repaired and restored to something closely approaching an 'as built' condition. The consensus of opinion is that this represents the best option, by virtue of the fact that it would be almost impossible to build a new boiler to the same standard today. There would be several technical difficulties in doing so, but principally sourcing materials of the same high quality for the major components would be the major handicap. It has been generally accepted by all parties that a thorough and careful restoration will provide a better long term option than a 'new build' and provided close attention is paid to the operation of the boiler and feed water treatment,  should result in many years of life ahead.

 

The final element of the Project Planning stage, namely the completion of the Conservation Management Plan has nearly been finalised, so that it can soon be utilised wherever possible to maximise the originality of the vessel in the restoration phase. Naturally in some areas a balance will need to be found between what is desirable from the conservation aspect against what is required for compliance with today's safety regulations required by both our Insurers and the MCA.

 

In addition the restoration allows us to improve upon insulation, surface treatments and wherever possible the latest methods to preserve the fabric of the vessel for the future, utilising materials and techniques not available in the past. The majority of this will be out of sight and will not detract from the authenticity of the restoration, but will hopefully play an important part in preserving the vessel's long term future.

 

From the outset it has always been our plan to do this restoration to the highest standards, to do it right and hopefully to do it just once, as there is little prospect of any 'second chances' if we get it wrong. So while we have just celebrated our third anniversary and some folk may consider this slow progress, I think we have made remarkable headway and can be justifiably proud of what has been achieved in this time frame. One need only compare similar projects and judge for yourself.

 

Speaking of comparisons, if you are familiar with the famous Liverpool waterfront, you will no doubt be aware that over twelve months have elapsed since a major portion of the landing stage sank at the Pierhead, well a year on the scene at this World Heritage site is little changed with the damaged stage still lying embedded in the river mud and still in a sunken condition. Considering the significance of this (once floating) 'landmark' and the resources potentially available, our progress in the same period largely funded by members contributions has been considerable.  One hopes that the landing stage will be up and running when we are ready for our first passengers to embark!! (See our sister web-site for more details at www.merseyshipping.co.uk)

 

So to some illustrations of ongoing activities aboard 'Daniel Adamson' firstly a short piece of video footage of one of the two Drysdale pumps on test.

 

As will be seen the pump and it's engine have been re-coupled to check alignment and the free operation of the impeller. Both port and starboard engines have now been stripped, re-assembled and test run on air, but this was the first test with the engine coupled to it's centrifugal pump. Bear in mind that both machines date from 1903 and have not turned since 1984/5, then the audible 'clanking' which can be heard may be excused for the moment. Please note that the test uses compressed air and not steam, so adding to the noise, then we take into account the temporary mounting and the absence of a fully restored lubricating system at the moment and I hope we will be excused for the none 'sewing machine' like sound. Be assured the bearings are fine, but new piston rings, a stable mounting and some 'load' will make a big difference as we hope to illustrate in due course.  Meanwhile it's nice to watch!!

 

Photo 1.Measuring the main engine (LP) crosshead slides. Here Peter Irlam is assisted by (L) Gordon Weston and Jack Nulty in taking measurements from one of the main engine cross-head slides. These are checked for wear and to establish that they are parallel when seated within the crosshead guides located on the engine frame.

The guides are also carefully measured for parallelism and any necessary adjustments made. Hopefully any 'play' can be dealt with by the use of shims (thin metal pieces) which will adjust the width of the slides to a more suitable tolerance.

 

Photo 2. Peter checks the readings from the vernier calipers with an internal micrometer while all reading are recorded for each unit.

 

Photo 3. Crosshead detail showing the method whereby the slide is attached to the crosshead and can be adjusted using shims (an existing shim is just visible to the right, between the slide and cross-head proper)

 

It should be noted that in the views shown, the crosshead is inverted to ease examination. For those less mechanically minded, the crosshead is the rectangular shaped section at the lower part of the piston rod, the top end of the rod is tapered and threaded to secure it to the piston. Before attachment to the piston, the rod passes through two (detachable) metal rings, firstly the neck bush which is securely fitted to the bottom of the cylinder, this comprises a thick, circular steel plate with a centrally bored hole passing through it in which is inserted a force fit bronze bush. This acts as a bearing surface for the piston rod and seals the bottom of the cylinder.

After this a similar steel/bronze gland follows, this is secured by studs to the 'stuffing box' at the bottom of the cylinder.  Several turns of packing are placed around the piston rod, one on top of the next, with joints carefully offset in relation to each other, these sit closely in the stuffing box and are held in place by the gland which can be adjusted to compress the rings together for maximum effect. The gland/stuffing box is widely used to seal piston rods, valve spindles and so on throughout the engine and boiler rooms to minimise leaks, thus improving the efficiency of the engine or valve.

 

In the case of the 'Daniel Adamson'  the engines were left unattended during the period of her 'lay-up' in Ellesmere Port, accordingly the engines were not periodically turned nor was the packing removed from the main engine piston rod glands, as a result residual water remaining from the last steaming, held by the old decaying packing has corroded the rods. In addition it appears further damage has been caused during the removal of the old packing. This had become so hardened that in some cases it could only be removed by drilling with inevitable damage to the rods themselves.

 

To resolve this problem there are two options, the first where sufficient material remains to allow it without affecting the tapered rod ends, a light skimming in a suitable lathe or alternatively more drastic repairs in the form of spiral welding to the affected areas and machining back to the original profile. Both methods require specialist engineering facilities which we do not possess and will require contracting out. As well as the rods, the machining process will necessitate attention to the relevant neck bushes and glands, which dependent on the repair method used may require replacement bushes to be made.

 

The repairs using the spiral welding technique are already under consideration for the propeller tail shafts, which as was reported during the last dry-docking failed MCA survey. This process is highly specialised and only very few firms are capable of carrying out the work to the exacting standards demanded by the MCA, Lloyd's and other bodies. Accordingly the work comes at a price and not surprisingly a high price, but still cheaper than new replacements. The final decision ultimately lies with the HLF who after all we shall be asking to pay. They may choose to opt for new parts rather than effective, but costly repairs, although as in the case of the boiler, we hope that they will take into account the consultancy process we have adopted at every stage.

 

In some respects the shear absence today of the requisite skills, machinery and expertise may mean repair is the best option to a poor quality replacement part, but we must still present our case for best value and long term sustainability. I for one am amazed at the steep learning curve we have experienced in the three short years since we embarked on this project, it has certainly been an eye opener!!

 

Anyway some more photos now,

 

Photo 4

 

Raising steam?? Well not quite, using a steam cleaner actually, but having successfully raised the main feed pump the rest of the way from the boiler room to the main deck level, no mean feat in itself using just chain blocks and some very carefully thought out manoeuvres, we decided some TLC would not go amiss.

Tucked away to the port side of the boiler and with very limited access, the pump was looking decidely neglected. Once cleaned the feed pump will join the general service pump in readiness for their complete overhaul, details of which will be reported upon in due course/

 

Photo 5 Kevin Lytton and Gordon Weston applying some care and attention to the feed pump!

 

Photo 6 Walter Graham prepares the circulating pump for test (see video also)

 

 

 

Photo 7 'Just in case'  Because of the nature of our new berth, the vessel is prone to move a little more than at Salisbury dock where our isolation meant that we were not affected by passing dock traffic. The siting of the gangway is also constrained by nearby buildings and other dock 'furniture' which means that it is necessary to remove the gangway ashore when not in use. Combined with the substantial fendering fitted at this berth, means that a fairly wide gap exists between the ship and the quayside.

In order to minimise the risk of a slip or fall into the waters of the dock we have taken the precaution of fitting a substantial safety net between the vessel and the quay. It's a minor point, but someone would be bound to ask 'what's the net for?' So now you know!!

 

I think I have covered just about everything for the moment, but will be back again soon with more news as and when we have it. 

- Neil Marsden

THE TOW LINE

Edition 11 has now been despatched and should be with members soon.

AN UNEXPECTED MOVE

[Photos by Colin Brogan show work in progress to prepapre for the move]

As I reported in my recent web-site update, we were planning to move from our berth at Salisbury Dock to a new location. The move was called by the imminent redevelopment of the Salisbury Dock along with the building of the new 'Liverpool Link' canal improvements, which will ultimately see the linking of the Leeds-Liverpool Canal from it's current terminus near to Stanley Dock, by means of a new section of canal, crossing Liverpool's Pierhead to join the Albert Dock.  The development will not only see the construction of the link itself but the development of adjacent land for an assortment of projects.

 

As part of the project, Salisbury Dock will ultimately form part of a marina style development which will be isolated from the remaining commercial dock system. A previously closed river lock will be re-opened providing access for vessels of modest size, but not big enough to accommodate the 'Daniel Adamson' much less anything marginally more substantial. It is not my place to comment here, suffice to say that it is clearly not in the planners proposals that the 'dock' development will have a place for 'ships' or us!

 

In fairness we had been given advanced notice of the need to move, as well as every assistance in identifying an alternative berth for the vessel, even to the point that the relevant authorities are working alongside us in efforts to identify a suitable future, permanent berth when operating, but let's not jump too far ahead. We were hoping that the move could take place towards the end of February/early March, but unfortunately events overtook us.  Sadly in the run up to the re-development of the dock there have been an increasing number of unwanted intrusions on the site. As reported some time ago many of our scrap boiler tubes were 'liberated' by thieves, some time later the massive cast iron plate covers for the dock/bridge operating equipment were also spirited away, whilst other tenants of the site have had vehicles taken and much damage caused. Security has always relied upon the locking of the entrance gates at all times, however, this has failed to deter the most recent intruders who suitably equipped with power cutting equipment arrived on the night of Monday/Tuesday and having cut through adjacent fencing proceeded to run amok all over the site, stealing a great deal of property from other tenants and leaving 'tell tale' signs that we were 'on the list'.  Most fortunately, we escaped unscathed on this occasion, but it was clear that our luck could not hold much longer and it was time to move and quickly.

 

Accordingly arrangements for an immediate move were put in hand and thanks to the prompt response from Adsteam Towing, a tow was scheduled for 16.00hrs on Tuesday afternoon. As luck would have it, our Tuesday working party comprised fifteen volunteers who immediately set to work preparing everything in readiness for the move. Our intended new berth was to be a short distance north into the main dock system at Sandon Dock. 

Original plans were dependent on some of the current occupants of the berth leaving in the next month or so for further use abroad. However, on hearing of our plight, the vessel's owners came to our aid and arranged some re-arranging of their vessels to allow sufficient room for us to squeeze in ahead of time.  Initially all that was required was the re-positioning of the small survey/support vessel 'Scan Scarab' to which we would be temporarily berthed alongside.  For lack of a suitable winch this necessitated a group of volunteers attending to the move by hand hauling the 'Scarab' along the quayside.  Later in the day fortune smiled on us when the spare parts arrived for the ailing winch. This was rapidly repaired by Mike and the 'Scan' team and while we returned to the 'DA' the vessels were re-positioned to allow a small space for us to get alongside.

 

Meanwhile our volunteers, fearing we may be compelled to leave our store vehicle behind, opted to move all valuables from it and place these aboard the 'DA' this was a momentous task and took most of the day.

 

Having secured the services of a tug to move the 'Adamson', we then needed to obtain the services of a suitable HGV tractor unit and driver at short notice if we were to move both a small ship and a large articulated trailer on the same day!  Quite a logistical nightmare to arrange at the best of times, but it seems when the chips are down good people rise to any challenge and we were amazed that so many people offered to help.  As I write these lines I do not have all the names of those involved, but provided they hold no objection intend to acknowledge their generous assistance in due course.

 

Just before the appointed time, 'Adsteam's' VS Tug, 'Bramley Moore' came alongside and took our lines, some adjustments were required before we were on our way, gingerly threading our way through the dock estate to our new berth. Though sorry to leave 'our home' for the last two years or so, in the interests of securing the vessel's future we could not afford to delay. It is bad enough to suffer the theft of an item that can be replaced, but so much of the 'DA's machinery can never be replicated that we had no choice but to leave in haste. Darkness was falling as we were carefully secured alongside by the 'Bramley Moore', they had received orders for another job and had to leave, but not before they made sure we were secured fore and aft and departed with our deep gratitude and shouted words of thanks!  It was well after 7.00pm when we were obliged to submit to the cold, the dark and quite frankly thoughts of homes and families, to leave 'the old girl' hoping that all would be well until our return.

 

Later still that evening thanks to the efforts of Dan Cross and Walter Graham, not to mention a very helpful HGV driver, our trailer was also secured alongside so that it was after midnight before everyone involved could relax.  All that remains is the finally tidying of the old berth so that we leave no criticism in our wake and turn to settling into our 'new home'.

Neil Marsden

 

LATEST NEWS

 

In this week's update I will try to bring readers up to speed on what is happening on and around the 'boat'

 

As ever our working parties continue with good attendances despite the atrocious weather of late. The weather itself has impinged upon the work, requiring that much effort has been made in securing the ship and her protective covers from the elements and the need to dismantle our 'temporary' shore-side shelter, which due to the high winds was rapidly becoming even more 'temporary' and actually was beginning to become a potential hazard.  I am pleased to report that it was safely dismantled without incident and has now been cleared away from the site.

 

Actually the high winds provided the much needed impetus to get on with the work of cleaning up the berth in preparation for our forthcoming move to a new location.  This has still to be confirmed and the date of the move to be decided, but I will endeavour to bring you the latest news as and when we have it.

 

On board general dismantling and overhauling of an assortment of valves, filters and pipes continues at a brisk pace, whilst at the same time we continue with the documentation and plans for the restoration phase.

 

Elsewhere, some readers may have spotted an enquiry (see 'Guest Book' entries) from Mr Erik Jacobsen in Denmark. Erik and his team are engaged in a similar project to restore the 1908 built, coal fired, steam ice-breaker 'Bjorn' which like the 'Daniel Adamson' is fitted with an 'Alley & McLellan' ('Sentinel') steering engine (full report see CLICK HERE)

 

At some stage the steering engine aboard 'Bjorn' has 'lost' it's gear wheel and we hope to provide dimensions etc. from our engine whereby a new wheel can be manufactured for the 'Bjorn' and assist in her restoration to operation. As has been previously reported, our own engine is presently ashore and in storage at the premises of TTE in Ellesmere Port, so we are trying to establish that both machines are sufficiently similar to allow an accurate replacement wheel to be made.

 

Right now we have just a couple of photos from Denmark showing views of the 'Bjorn's' equipment, including her triple expansion main engine, her twin furnace 'Scotch' boiler and of course a view of the 'Sentinel' showing a temporary 'mock-up' gear wheel in situ.

 

If your Danish is as good as Erik's English, you can find more information on the 'Bjorn' at the following link, http://www.dampskib.dk/index.php?id=332

 

If like myself your knowledge of Danish is no greater than that visible on a single rasher of bacon, the site is still worth a visit as the technical details can be readily identified without too much difficulty. Erik informs me that the vessel is similar in size to the 'Daniel Adamson' and as stated retains much of her original machinery.

 

The site also has links to a number of other preserved ice breakers and steamers both in Scandinavia and elsewhere in Europe, one in particular worthy of a closer look is the 1933 built 'Stettin' now preserved in operation at Hamburg. This is a substantial ship, again single screwed and driven by a triple expansion steam engine, in fact an equally substantial engine provided with steam from not one but two, coal fired, three furnace 'Scotch' boilers!

This came as rather a shock to me, as I had believed 'Daniel Adamson' might have possessed the last and largest of this type in Europe, oh well at least we're in good company!!  It is also significant that 'Stettin' remains coal fired and that interestingly 'Bjorn' has reverted to this fuel following an earlier conversion to oil. It sounds to me that the retention of this fuel on 'Daniel Adamson' appears a wise decision, despite some earlier suggestions to the contrary!!

 

The importance of all this, is that maritime heritage is an international theme and that Britain must ensure it's rightful place, your support for 'Daniel Adamson' is crucial to this cause.

 

In the meantime, we hope that we can assist Erik and his team in any way that we can to help build mutual support for similar projects wherever they may be.

 

Photo Credits - Erik Jacobsen, SS.'Bjorn' Helsingor, Denmark

JANUARY 17

Web Domain Names

Following the demise of Web Warehouse around December 16, the DAPS web site was offline for a few days. However, it was restored to a new ISP and back on line before Christmas at a new domain www.danieladamson.co.uk.

A significant effort was made to advise people of the change in domain names, this included posting a prominent notice on the Irish Sea Shipping web site (www.irishseashipping.com), posting messages to a number of shipping news groups as well as emailing organisations to whom we have links.

Notwithstanding this it appears that the change in domain name from ".com" to ".co.uk" did not reach all our membership so there may be people visiting the web site for the first time in a month.

I am pleased to report that as from January 16 a divert was put on the www.danieladamson.com  domain name which means that those still entering this domain name will be transferred to the web site at www.danieladamson.co.uk .

Due to various internet protocols it will not be possible to transfer the ".com"  domain to our new ISP until mid March.

In the meantime - could I also ask that members make a note of my email address - jhluxton@btinternet.com NOW ?  That means if you have problems accessing the site  you can get in touch and ask what is going on - this means you have my email address to hand BEFORE a problem arises!

However, I am sure that our new hosts Schlund + Partners 1&1 Internet will prove to be a reliable host. This company have provided a good and reliable home for my own web site Irish Sea Shipping for the past 18 months.

John H. Luxton

 Webmaster

Happy New Year and Welcome Back!!

 

On behalf of 'DAPS' may I wish you all a very Happy and hopefully in our case, a productive New Year.  For some of you it may also be a case of 'Welcome Back' as you may have experienced some difficulty in accessing the site over the festive holidays.

 

I won't attempt to go into the technicalities of the problem, leaving that to our Webmaster, John Luxton who has had the nightmare task of sorting things out over the holiday.

Suffice to say that our previous Service Provider went off line just before Christmas and our web-site along with it.  John very promptly engaged another (hopefully, more reliable) Service Provider which he already uses for his popular Irish Sea Shipping web-site (www.irishseashipping.com) but was compelled to use an alternative 'domain name' for the site, namely www.danieladamson.co.uk pending the release of our original. This process is ongoing but all should be fully operational by mid March (a 60 day period is required to organise the formalities).

 Despite publicising the problem as widely as we were able, it seems a lot of regular visitors did not get the message about the changes, so I am delighted to report that John has managed to create a link to the new site address using our original, www.danieladamson.com so that either should now reach the site without a problem. It was important to restore our original link at the earliest opportunity, not only to make sure our readers knew all was well, but to validate the 20,000 leaflets we've just had printed to distribute and spread the word about the project!! 

Many of these have already been distributed to an assortment of outlets so that the web address problem could not have occurred at a worse time. We hope it is now resolved (fingers and toes firmly crossed!!)

 

One aspect of all these changes means that most of the site 'hit counters' have reverted to zero, so that the relevant popularity of various sections cannot be easily judged, luckily the main counter remains intact, so at least we have a good idea that the site in general is popular. We believe that regular updates are important in showing that the society remains very much on course and actively engaged in the restoration process. So many similar sites lack frequent updates and this can infer that the relevant project may be dormant too. It is quite a daunting task to maintain regular updates whilst at the same time attending most of the regular working parties, so once again if you have an article of interest which you might care to share, please get in touch. Remember we also welcome your input on the Guest Book pages so if there are particular items which you may wish to see included on the site, do let us know.

Finally on the subject, thanks to Mr Joe Blythe, who kindly offered a possible answer to the question posed by the Barton Lock Gauge photograph, unfortunately Mr Blythe did not include an E-mail address so that I was unable to thank him for his response personally.

 

 

'Bill and Ben'

 

Working parties resumed on Tuesday 9th January and it is clear that our volunteers were ready to get stuck in and work off the excesses of the Christmas break! No fewer than eighteen eager volunteers attended on the Tuesday with thirteen on the Thursday, this resulted in a total of 172 hours work in the first week, which considering the weather is quite amazing!  Yet again I must commend John Deakin our Working Party Coordinator who always manages to find plenty of work for everyone, not an easy task by any means.

 

We have been advised that the development of the Salisbury Dock area, with its connections to the new Liverpool (canal) Link, is imminent, so that we expect we shall be on the move in the not too distant future. We have always been aware of the pending development and have started preparations for the move. Hopefully an alternative berth has tentatively been arranged, but we shall report on this more fully in due course, suffice to say we're not moving far, at least remaining in Liverpool for a while yet.

 

In the main the recent work has been confined to the engine room, which is at least sheltered from the weather. It is really a case of continuing the overhaul of the main engines and condensers, essential work that can be done whilst we prepare for the move and which will not be unduly disrupted should we need to move at short notice.

 

The work has involved the removal and cleaning of all four pistons, removing their respective piston rods and attending to these in some detail, along with the various crossheads, crosshead guides, glands and so forth.  Cleaning the cylinder bores is another important task, along with checking for wear on all components. As always we are dealing with some heavy equipment and the safe movement of these items is both time consuming and labour intensive so that everyone lends a hand when needed.

 

The accompanying photographs illustrate some of the ongoing work and will reveal the reason for the title heading for this update!!

Neil Marsden

Gordon Weston stripping down and cleaning the main boiler feed water filter, the newly removed filter itself is also shown.