News 2009

Daniel Adamson News 2009 Most recent news appears first.
DECEMBER 13 THE PERFECT LUNCH Every other Saturday we have a working party, this allows members that have proper jobs, who cannot attend on a weekday to come down and do a bit. December 12th, being the last Saturday working party of the year, Chris Todd, who usually does us all a fry up on a Saturday, surprised us with a full Christmas lunch. The menu was :- Roast chicken breast and wings Yorkshire pudding Mashed potatoes Roast potatoes Seasonal roast veg. Brussel sprouts with chestnuts Chefs own chicken & onion gravy With tea, coffee & mince pies to follow Although Chris did most of the preparation at home, to deliver a hot meal to the table using only the limited resources of our mess room was most impressive. And just to add a bit of decorum to the occasion he donned his mess undress uniform to invite us into the mess room to partake of the culinary delight he had prepared. The attendees of this fine banquet were:- Colin Brogan Phil Booth Wally Graham Dave Broomby John Broomby John Brooks Bill Rathbone George Hayes (the elder) George Heyes (the younger) John Hake We all wish to thank Chris for his fine effort, it was very much appreciated.

Chris checks that Dave Broomby doesn't take all the roast potatoes.	Phil Booth(L) & George Heyes(the younger)(R) help themselves.	Bill Rathbone tries the gravy while George Hayes(the elder)(L), George Heyes(the younger)(C) & Dave Broomby(R) get stuck in.	Chris shows Bill how a spoon should be used as John Brooks(L) & Wally Graham(R) look on.

Chris entertains the diners	At the other end of the table the diners are Dave Broomby, Colin Brogan, Phil Booth, John Broomby and John Brooks.	One Christmas lunch, demolished.
NOVEMBER 30 DOCK BRIEF The Working Party is having a Christmas lunch/buffet on Tuesday 22nd December, which is the last working party day of the year, at the Bramley Moore pub on Regent Road (aka Liverpool Dock Road). We would like to cordially invite all DAPS members to come and join a group of mature gentlemen for an afternoon of frivolous and convivial conversation and, time permitting, a session of putting the "world to right". The price is £5 / head, please contact Graham Dean at graham-dean@hotmail.co.uk
	John Broomby, membership secretary and one of our chippies, has recently secured a donation of paint and sundries as part of Dulux Decorator Centre, "Colouring the Community" campaign. This £450 donation is being used to repaint the engine room.
The Bramley Moore hostelry named after John Bramley-Moore (1800-86), Chairman of the dock committee and one time mayor of Liverpool.			The Dulux donation with Gordon Owen(L) with his very own Dulux look-a-like dog, Toffee and yours truly on the right.
The next is a selection of members of the working party, volunteers who turn out every week, come rain or shine, to offer their services "free of charge" to the society and do some sterling work.

Our octogenarian workshop manager Jim Ellis, an inspiration to us all.	John Broomby (L) & John Brooks (R) marking the promenade deck planks so when they are lifted they can be replaced back in their original positions.	George Heyes (L) and Bob Payne (R) removing the many layers of paint off the Tangye pump.	Jack Nulty (L) and Colin Brogan (R) inspecting the Starboard engine high pressure cylinder valve gear.
NOVEMBER 11 TAKING THE AIR We recently stripped both air pumps to check their condition and to make sure all the parts were present. The function of the air pump is to draw out the air and water from the condenser, the air is discharged overboard and the water (condensate aka dead steam) is passed to the boiler feed pump and back into the boiler to be re-used. The air pump together with the boiler feed and bilge pump are operated by their piston rods being moved up and down, this up and down oscillation is obtained by using a rocking beam that is connected to the Low Pressure crosshead on the engine. As the crosshead moves up and down, the rocking beam passes this oscillation to the cross beam that connects to the three piston rods. The theory of air pumps is to remove the air that has entered the system, usually from the boiler feed water. The air is carried by the steam to the condenser where it will remain and if not removed will increase in pressure reducing the vacuum in the condenser which in turn reduces the efficiency of the engine. Air pumps come in many forms, ours are Bucket types using three Kinghorn valves, these valves are made up of three hard rolled bronze plates held loosely between a grating and a valve guard and the weight of the plates keep the valves in a normally closed state. When the piston or bucket is raised, air and water is drawn from the condenser, through the lower valve, the foot valve, by the vacuum of the bucket rising and into the air pump cylinder. On the bucket down stroke, the pressure causes the foot valve to close and the valve on the bucket, the bucket valve, to open and allowing the air and water to be transferred to the space above the bucket .On the next up stroke the bucket valve closes and the pressure of the air and water opens the top valve, the head valve, the air and water is forced into a chamber were the air rises up the discharge pipe and the water drops to the feed pump. - John Hake

The three pumps L to R Bilge, Air & Boiler feed, the cross beam fits on the rod tapers.	The cross beam that connects the three pumps.	A kinghorn valve, the lower part is the grating and the upper part is the valve guard.	Kinghorn valve's three bronze plates.

The Air Pump bucket (piston) & rod.	Close up of the air pump bucket rope seal.	Close up of the kingorn bucket valve. A is valve guard, B are bronze plates, C is the grating	The grating of the foot valve at the bottom of the air pump cylinder.

The bucket in the cylinder. The head valve is fitted on to the smaller set of studs at the top on the cylinder.	The air rises up and the water down.	The air discharge pipe and valve on the ships side.
OCTOBER 11 FORWARD, ALWAYS FORWARD Part of the original fitted equipment on the "Danny" is a pair of Brown's Patent Combined Steam and Hydraulic Reversing Engines, which allow the main engines to be reversed remotely from the engine room control position. They are steam operated and water damped to slow the movement and can be put into hand operation if steam is unavailable. The main engines are reversed by the reversing engines repositioning steam slide valves through a set of Stephenson linkages. We believe them to be the only surviving operational engines of their type and as such, are very rare and are of considerable historic interest. If there are any of these Brown's engines still in use we would like to know because information on them is very scarce. We have tested them using compressed air and although they do work there are concerns with the amount of play where the slide valve actuating rod runs through the trunnion block on both of the engines. The rod moves about 1/4 inch in the trunnion block which will effect the positioning of the slide valve, which could effect the operation of the engine which in turn could effect the reversing of the main engines. It was decided that the reversing engines should be inspected and checked thoroughly and any parts showing excess wear be re-worked and made good. We needed to get them from the boiler room where they have been stored for about 18 months, to the workshop. This would test our hoisting and slinging skills because they weigh about 1/4 ton each and are awkward in size and shape. - John Hake

Hoisting away in the boiler room	Nearly up to the deck level.	Out of the boiler room on to the port passage way.	Both engines on the aft deck.

Using a bit of mechanical help, an engine gets hoisted outboard.	One engine nearly ashore.	Jack and Dave steady it as it is moved across the road.	Back on the trolley for move into the workshop.

One of the engines bolted to the workshop bench.	The slide valve.	A is the slide valve actuator rod, B is the trunnion block.
SEPTEMBER 21 THE DAPS WEEKEND Saturday morning, September 12 dawned bright and still, the volunteers mustered at 08:30 on Sandon Dock to get ready our very first open day where the general public were invited. As part of the nationwide Heritage Open Days organised by English Heritage we were one of 4100 events taking place in England over this weekend and we believe the only ship to take part. We had two hours to get everything set up before we opened our gangway to the visiting DAPS members and the public. The two marquees were assembled on the jetty, the shop, where Chris Todd set out all his wares and the catering tent which utilised the large table from the promenade deck to act as a counter where the refreshments were laid out hoping to tempt our guests. The displays on the promenade deck and in the workshop were made ready. By 10:30 we had everything in place and were ready for the rush. Because we didn't know how many people would turn up we asked the public to pre-book their visit and 127 did so, on the day 101 turned up plus a few who hadn't booked that we let in, together with the 83 members, it made for quite a crowd. It was decided that we should do guided tours rather than let people wander around as this would be the safer option and allow the guides to explain all about the “Danny”, its history, its workings, the restoration and our plans for the future and also to answer any questions that might arise. This system worked quite successfully and seemed to be popular with our guests. The band performed at 11:30 and 13:30, giving an excellent display of marching while playing some superb music. For making this day a memorable occasion, we would like to thank the following :- Cammell Laird Shiprepairers and Shipbuilders Ltd for sponsoring our Open Day. Catherine Gilbertson, Tourism Projects Officer of Liverpool City Council for her support. The Adamson Military Band for putting on a great display. Mr Jim Baxter for bringing his 1904 Wolf motorcycle. Mr John Warburton for bringing his 1922 Aston Martin All the volunteers who helped out. All the visitors who came to see us. And finally, the weather, which played a blinder! The Saturday evening dinner at the Hillcrest Hotel in Widnes was attended by 41 people, who were serenaded by the Lazy River Jazz Band. The 3 course carvery meal was very enjoyable and the drinks reasonably priced. The AGM was held at Acton Bridge Parish hall on Sunday morning , where part of the proceedings was the election of two new council members, Chris Todd & Stuart Wood. Three presentations were made to retiring council members. The DAPS Weekend was concluded with a Sunday afternoon cruise with buffet on the River Weaver, the departure point being only five minutes away from the AGM venue. - John Hake

Chris Todd manning the shop.	The Catering team doing a good trade.	A crowded promenade deck.	The 1922 Aston Martin.

The 1904 Wolf with passengers.	The band marching past.	The band marching back.	The big bass drum.

The crowd watching the band counter marching.	The AGM attendees.	Di Skilbeck receiving her print from Dan Cross.	Pat Crecraft receiving his print from Dan Cross.

Tony Hurst receiving his painting from Dan Cross.	All Aboard! for the river cruise.
SEPTEMBER 14 MEN OF ACTION When the plan was drawn up to re-tube the condensers it was decided that if we had a dedicated team doing the job then any lessons learnt could be passed around and the expertise gained could be shared which would reduce the learning time and eliminate any duplicated mistakes. This is the "Condenser Crew" who did a really excellent job. L to R Colin Brogan, Gordon Weston, Jack Nulty, Tony Eaton & Kevin Price. Long term working party volunteer Nigel Farrell always keeps an eye on EBay to see if any replacements for the artifacts that have been removed from the "Danny" over its 20 years lay up at Ellesmere Port come up for auction. We have been missing the ends of the voice pipe that goes from the wheel house to the engine room, the ends are usually made of brass and have a neat little whistle that also acts as a stopper. Over the last couple of years Nigel has successfully bid for two of these items and has donated both of them to the society. We are indebted to Nigel and thank him for his diligence and generosity. New working party volunteer George Heyes in the workshop stripping the low pressure cylinder relief valve from the starboard engine to check the condition of the valve seat and the other components for wear. George bringing his engineering expertise to bear on a recalcitrant valve seat. - John Hake
AUGUST 30 FULL METAL JACKET Now we have got the condensers re-tubed the next part of the exercise is to fit the water boxes and check if everything lines up. Back in November Dave Wren of Wren Industrial & Marine Fabrications manufactured four new water boxes for us, using our very corroded originals as patterns and with the best engineering skill in the world, some of the measurements taken from the old water boxes could only have been approximate. Another concern was that we needed to make sure the faces of the water boxes were flat, we didn’t want to tighten up against the cast iron condenser body and crack it. After asking around our engineering contacts, Ray Venables of Parkside Fabrications put us in contact with Warbreck Engineering, who agreed to machine both faces of each water box. All four water boxes have now been machined and returned, we have moved them back on board and the two forward ones have been loosely refitted so we can check if the pipe work connections are true. - John Hake
	The water boxes being loaded onto Warbreck Engineering's truck (left).

The water boxes in the store room, having been returned from Warbreck Engineering with the faces machined.	The port forward water box positioned ready to be lifted onto the studs.	The water inlet pipe appears to line up fairly well with the lower water box flange.	A is the water outlet flange, B is the connection to the overboard discharge valve, the connecting pipe will have to be temporarily refitted to check if it all lines up correctly.
AUGUST 10 THE CHAMBER OF SECRETS We have just reached a milestone in the restoration of the "Danny", we are at last, putting something back together. That something is the condensers, two in number, attached to the port & starboard engines. Condensers are used in steam ships to convert used steam back into water so it can be reused in the boiler making the use of water more efficient also because converting steam back to water causes a vacuum, this vacuum is applied to the exhaust of the LP cylinder making the engine more efficient and therefore saving fuel. The condenser consists of a central chamber were the exhaust steam is fed, passing through this chamber are numerous tubes that cold seawater is pumped. When the hot steam hits the cold tubes it condenses back into water. Diagram of Condenser Each of our condensers have 372 tubes, 66" long and 3/4" in diameter. The ends of the tubes sit in a tube plate and are supported in the middle by support plates. Ferrules, screwed into the tube plates hold the tubes and compress a lead packing piece together with a plastic sealing ring to make a watertight joint around each tube. The sequence of events to re-tube a condenser are:- Fit centre support plates Fit forward tube plate Thread all tubes through tube plate and centre support plates Fit aft tube plate Push/pull all tubes into the aft tube plate Fit lead packing piece and plastic seal to all tubes in forward and aft tube plates. Fit ferrules and tighten This milestone has been a great morale booster for the working party. - John Hake

The empty condenser showing the centre tube supports and tube plate gasket	Tony offering up the tube plate to the forward end of the port condenser.	Tony (sitting) and Colin (standing) fit the studs that hold the tube plate.	All the studs fitted.

Close up of the "shouldered" stud that holds the tube plate and is also used to bolt the water box on.	The re-tubing starts, through the forward tube plate.	The re-tubing viewed from the other end, the aft tube plate will be fitted when the condenser is fully tubed.	The condenser fully tubed

A close up of a ferrule.	The ferrule, lead packing piece and plastic seal, showing the order they are fitted on a tube.	Starting at the bottom, the ferrules are screwed into the tube plate compressing the lead packing and plastic seal onto the tube.	The view from the other end, the forward tube plate. Note how the tubes are just short of the tube plate face.

The lead packing piece being fitted over the end of a tube using a tool manufactured in our own workshop.	A ferrule being screwed home using another workshop manufactured tool.	The port condenser with all ferrules fitted. The Y shaped gap in the top set of tubes allows the steam to penetrate into the core of the condenser.
JULY 13 SILENT SENTINEL Another job taking shape is the refurbishment of the steering engine. It was dismantled last year and the main casting checked for defects. Wally Graham has become our resident expert on the Alley and MacLellan Sentinel steam operated steering engine by reading the document very kindly supplied to us by George Dickinson. George is a volunteer at Markham Grange Steam Museum at Doncaster and they have the Sentinel steering engine from the tug Reliant that was shamefully scrapped by the National Maritime museum at Greenwich in 1996. When Markham Grange dismantled and rebuilt their steering engine, George produced a document on how they did it. After John Churchill cleaned and undercoated the main casting of our steering engine, Wally took over and started to clean, paint and re-assemble all the other parts. The first thing was to get the crankshaft bearings adjusted, this is done by using brass shims, so the crankshaft turns easily with no tight spots and no play. The crankshaft bearings are in two pieces, and the faces sit at a 45 degree angle, if they are not shimmed correctly, when the bearing caps are fitted, it causes the two bearing halves to sheer away from each other and tighten onto the crankshaft. It is a long winded process of trying different shim thickness until the correct ones are found, Wally persevered and finally shimmed the bearings to give the required result. The reason that the bearings are at 45 degrees is that if they were vertical, the top & bottom dead centres of the crankshaft would be on the bearing joints and if they were horizontal they wouldn't be able to be adjusted, therefore 45 degrees is the compromise. If you are ever in the Doncaster area, I can recommend a trip to Markham Grange Steam Museum, when you walk into the building and the engines are in steam, the smell is magnificent. Their website is www.mgsteam.btinternet.co.uk

The Steering engine upturned with the rear facing upwards. (A) is the right hand crankshaft bearing (B) its bearing cap.	The right hand crankshaft bearing, showing the 45 degree orientation and the bearing cap in place.	The two crankshaft bearings in place.(A) is the lubrication fitting on the bearing cap	The two halves of the left hand bearing, showing the oil groove (A) and the shim(s) (B)

The Crankshaft, the piston con-rods connect at (A) and the eccentrics, that work the valve gear, connect at (B)	The crankshaft in position.
JUNE 24 FIVE CARD STUD The work on the condensers is ongoing, the only parts outstanding were the studs that hold the tube plates and the water boxes. We needed 42 studs per condenser and to complicate matters, because some of the tapped holes in the condenser body had become enlarged over time, some of the studs would need to be oversize. Each threaded hole was checked and the stud size recorded. A list of stud sizes and the numbers required was drawn up and Kirkham Engineering of Skelmersdale kindly agreed to manufacture the full set and only charge us the material cost. We are very grateful for their generosity. All the studs have been checked and screwed into the condenser body to ensure that they fit correctly, the oversize ones being clearly marked so they can be screwed back into their correct locations when the tube plates are refitted. John Hake

Colin Brogan screwing in a stud on the port condenser.	The aft end of the starboard condenser with studs fitted.	The aft end of the port condenser with studs fitted.	The studs in close up. The tube plate is held at position A by the shoulder on the stud, the water box is held at position B by nuts screwedonto the studs.

A condenser tube plate.	Jack Nulty doing some fine tuning to the threads on one of the studs.
JUNE 04 THE OPEN DAY The Open Day on Saturday 16th May was a success with about 50 to 60 members and their families attending including a visit by the RN in the shape of Sub-Lieutenant Chris Marsden, currently serving on HMS Monmouth. The weather was kind to us and it didn't rain, which was very fortunate because the promenade deck cover does leak in places and could have made the buffet very soggy. Chris Todd manned his shop stall showing his wares and selling to all and sundry. A big thanks to Dougie Hall, our catering officer on the day, for organizing the food, laying out the buffet and acting as the tea boy, keeping everybody’s cup topped up. Although the working party days leading up to the open day aren’t very productive it does give us the incentive to spruce the boat up, give the paintwork a wipe down, remove the accumulated rubbish, old rags, the "come in handy" bits of wood and return all the lost tools to their rightful place in the workshop. We hope everybody was impressed with our effort. - John Hake

Dougie making another good brew.	Sub-Lieutenant Chris Marsden RN with his proud dad, Neil.	The Chairman (L), the Vice Chairman (C) and the Treasurer (R) in conference and Dan's lad, just hoping for some more cake.	A good crowd on the promenade deck.

More on the prom deck.	The buffet, demolished!	The lady rests, awaiting sustenance after visiting Chris Todd's emporium of fine Daniel Adamson clothing.
MAY 16 THE SUNSHINE BOYS Come a bit of good weather and the last thing we want to do is to work below decks. The other Saturday it was a glorious sunny spring day, so it was deemed a good time to re-cover the wheel house after the ravages of the winter weather had shredded the polythene cover. Other general maintenance jobs were also done to make the Danny a bit more presentable on the open day. - John Hake

Graham Dean shows his prowess with the scissors cutting new covers.	Dave Broomby (r) helps Wally Graham (l) fitting a new set of wheels on the gangway.	Gordon Owen, John Broomby & Dave Pickup making a good job of re-covering the wheel house.

The trio again still working on it.	The wheel house looking a lot better.	The wheel house before they started.	Gordon Weston putting the finishing touches to the new covers.
MAY 06 DELIVERANCE In March we heard some disturbing news, Industrial Crankshafts who were refurbishing our crankshafts and other various bits had ceased trading and could be going into voluntary liquidation. They also had all the newly re-metalled crankshaft bearings that J.H.Richards had done for us. We were very concerned because these parts might be impounded by the administrators or worse still, sold off as scrap to try and recoup some money to pay the creditors. If we had lost these virtually irreplaceable parts it would have been a serious loss to the project and could have forced us to abandon our plans to get the Danny steaming again. We eventually got in touch with the owner, Mark Rigg, who reassured us that all our parts were safe and sound and he would help us to reclaim them. After a false start, Mike Williams and Colin Brogan went down to Wolverhampton to ensure that all our parts held by Industrial Crankshafts were loaded onto the lorry for shipment back to us. Meanwhile, in Liverpool, we had a problem in where to store all these items until we found another firm to carry out the work. We approached our friend Ray Venables of Parkside Fabrications and true to his generous nature, he allowed us to store the parts in one of his store rooms, not only that, when the lorry arrived he unloaded them for us with his fork lift. What could have been a total disaster to the project was avoided but it did cost us, we paid Industrial Crankshafts £2600 up front as a deposit, which we have no chance of getting back and then had to pay for the transport back to Liverpool, so, in the end it has cost us about £2800. - John Hake

Ray, with Tony on the lorry, lifting off a pallet of parts.	Ray transporting a crankshaft to the store room.	The conrods and crankshafts safely stored.	A pallet of re-metalled (by J.H.Richards) crankshaft bearings and the four cylinder heads ( two low pressure and two high pressure)

Re-metalled crankshaft thrust bearings	Ray and his dad, Harry
APRIL 25 DANIEL ADAMSON OPEN DAY - SATURDAY 16 MAY 2009 - 11:00 to 15:00 Once again, members of the Society together with friends and supporters will be able to visit ‘their’ boat to see at first hand what has been achieved over the past 12 months. This will be an informal event where you will be able to meet with members of the working parties together with Council members (the DAPS executive committee) and, of course, tour the boat. A number of historic items from the ‘Danny’ will be on display which will no doubt bring back happy memories for some of our members. Light refreshments will be available throughout the event to revive you after you have viewed the boat and our ever expanding dockside facilities. Access to the site will be via one of the gates on Regent Road (yet to be finalised) – look out for the DAPS signboard outside the entrance. DAPS volunteers will be manning the gates in their very fashionable high visibility jackets!! Please remember to bring along your DAPS membership card to gain admittance to the site – this also covers any guests that will be accompanying you. Last year saw a large number of visitors to the Open Day – we look forward to meeting you all. For those of you using Sat Nav, the post code is L3 0BF but beware Regent Road (A5036) is closed south of us at Stanley Dock and north of us between Sandhills (A5055) & Bankhall (A5056)
APRIL 19 PUMP UP THE VOLUME Our refurbished boiler feed pump was dispatched from Dawson Downie Lamont in Glenrothes in the Kingdom of Fife on Monday 16th March and after a trip via Edinburgh, Litchfield and Frodsham was delivered by PalletFORCE to us in Liverpool on Tuesday 17th March. With the help of a fork lift from UU and the driver from Helsby & Longden, we soon had the pump off loaded and lockedaway in our new storage building. Thanks again to Dawson Downie Lamont for doing a cracking job. - John Hake

Peter & Kevin confirm it's our pump	Jim (L) and Kevin (R) are suitably impressed.	Frank, the driver from Helsby & Longden, shows us how to drive a pallet truck.	Kevin puts into practice his newly learnt skill.

The pump, resplendent in its polythene jacket sits majestically on its bespoke pallet	Frank, the driver, with his 18 tonne rigid truck sets off to continue his deliveries. Looking at his cab he seems to be a keen Liverpool FC fan.
March 25 PUMP AND CEREMONY In order to explain all that went before, I cannot do better than refer you to the DAPS Web-site entry for April 27th 2007 or for those without Internet access, Issue 13 of the 'Towline' magazine dated August 2007. Both contain articles relating to our early progress in establishing first contact with, then the invaluable assistance of Messrs. Dawson, Downie, Lamont of Glenrothes, Fife. In a nutshell the stokehold of the 'Daniel Adamson' contains two pumps, both essential to the operation of the vessel, these are a boiler water feed pump and a general service pump. As the title implies the boiler water feed pump's task is to replenish boiler water lost in the steaming process. Steam may be lost from the system from a variety of reasons, leaks, the operation of drains, machinery, safety valves exhausting to atmosphere and so forth, even the operation of the steam whistle all result in the loss of steam/feed water from the boiler. Naturally the water must be replaced to maintain safe operation of the boiler and the full utilisation of the steam it produces, this is the job of the feed pump. The general service pump is the 'jack of all trades' and thanks to an assortment of valves and pipes can effectively stand in for, or supplement virtually any other pump on board. It provides the additional role of 'fire pump' or deck water supply for washing down etc. In common with all existing machinery on board, these pumps are steam operated and of the reciprocating type. The boiler feed pump dates from about 1937 and was made by Messrs. Dawson Downie, while the GS (or General Service) pump is believed to date from 1903 and forms part of the ship's original machinery. This machine was built again in Scotland by the Lamont Company of pump manufacturers. In 1985 the two companies merged to form 'Dawson, Downie, Lamont' Ltd and I am delighted to report they continue to manufacture pumps very similar in design to this day. Originally based in Clydebank the company are now based in Glenrothes, Fife and form an autonomous part of the 'FTV Proclad Group' Dawson & Downie Ltd. View of Dawson & Downie's Elgin Street Works, c 1967. In 1905, Alexander Dawson entered into partnership with William Downie to form the engineering and pump making firm of Dawson & Downie. In July 1906, with a capital of £600, the partners opened offices and a workshop in North Elgin Street employing twelve men. Like many other firms, Dawson & Downie were engaged in munitions work for the Admiralty and the Ministry of Supply during the First World War. By 1955, when the firm celebrated its golden jubilee, it employed 500 men and manufactured a range of reciprocating pumps for the shipbuilding, sugar refining and coal industries. In 1985, when it was Clydebank's oldest firm, Dawson & Downie merged with Thomas Lamont to form Dawson Downie Lamont and in 1994 moved the firm's office to Glenrothes. Shortly afterwards, the Elgin Street Works were demolished and the site cleared for a new housing development. Dawson & Downie Foundry Workers Dawson & Downie foundry workers outside their North Elgin Street works, 1928. By the 1920s, under the genial direction of Alexander Dawson, the Whitecrook-based firm of Dawson & Downie exported reciprocating pumps all over the world. A dedicated worker, Alexander still played an active role in company affairs until a fortnight before his death at the age of eighty-eight. This work ethic was clearly imbued in his workforce - seventy year old George Olsen, one of the original apprentices, was still employed by the company as a storeman in 1960. As can be seen, the firm of Dawson Downie, like the *'Daniel Adamson'* share over a hundred years of history and both survive today. In the case of DDL I am delighted to report they continue to enjoy full order books despite the current period of recession and it is to some extent because of this and the need to free up space in the workshop that we were recently contacted by DDL's Managing Director, George Kennedy. George also attached the following photograph: The photograph and a short video, showed the Boiler Water Feed Pump restored and under test at DDL's works. In fact the pump had been successfully tested to produce an output water pressure of 160psi from a compressed air supply of 90psi in other words more than adequate for our needs and 'as good as new' in the opinion of George Kennedy and his team. In fact George, who has worked for the firm since 1966 was eager to point out that with the pump now back in operation, it was the oldest working example he knew of, the next oldest, dating from around 1940 remains in working order in Balikpapan, Indonesia! Testament indeed as to the build quality and longevity of these machines. It just remained to finish the restoration with a coat of paint and to arrange the transportation of the pump back to Liverpool. It seemed amazing that nearly two years had elapsed since my article about delivering the pumps to DDL and almost three years to the day since we'd first established our link with Dawson Downie Lamont! A considerable amount of work, time and effort have been put into the restoration of this pump by all the team at DDL, but particular mention should be made of Kerr Graham who really took this project under his wing, personally carrying out much of the work himself. Of course it has been a team effort, in much the same way that the restoration of the vessel is conducted also. Work is yet to commence on the even older Lamont pump, but it was agreed that a gesture of our appreciation would be appropriate to acknowledge the society's thanks by a personal visit to Glenrothes. As I mentioned in my first report the DA's former Chief Engineer, John Deakin was unable to attend when we delivered the pumps in 2007 due to a hospital appointment. However, prior to and throughout the refurbishment John has been in regular contact with George Kennedy and it seemed only right that John should attend at Glenrothes to represent DAPS. As things turned out the pump would be despatched by a carrier, allowing John and myself to travel to Glenrothes by car. Plans for a larger deputation had been abandoned when issues relating to driver insurance and availability were overtaken by the need to free up space in the factory as a matter of some urgency. So it was that on Thursday 12th March having stocked up on suitable gifts, John and I travelled to Glenrothes, arriving at the factory once again in time for lunch! As on my first visit I took the opportunity to sample another 'square sausage' from the local catering van and introduced John to this delicacy also. Our first visit and mention of it on the DAPS web-site had not been forgotten, so it is with great pleasure that, as promised, I mention *Karen* and *Marion* once again for a great lunch!! The afternoon comprised a full tour of the DDL site and the opportunity to meet and thank personally all those who'd played a part in restoring the pump. On our visit the pump which had been newly painted was ready to be packed on it's purpose built pallet for despatch. Incidentally the pallet was specially made for the job, just as in the case of all DDL products using the company's in-house facilities and specialist workforce. It merely required the obligatory photographs to mark the occasion before the pump was safely secured for transport on the following Monday. The newly refurbished and freshly painted feed pump with some of the team, Left to Right Stevie Graham, Alex Gibb, Rab Dow, Andy Kilgour and of course the man who 'adopted' the pump as his own, Kerr Graham (and if you think he and Stevie attend the same hairdresser, you'd be right, or rather they are father and son!) I think you'll agree if you compare my earlier report, the pump looks a lot better now than it has done for many years, better still it works as good as new. (Incidentally all the brightwork on rods, links etc has been protected using denzo tape, in case you were puzzled by the appearance). In this photograph the team are joined by Dawson, Downie, Lamont's MD George Kennedy (in the tie) and of course 'DA's former Chief, John Deakin. (Note on the left just part of a much larger pump 'in build' awaiting it's turn on the finishing table). 'The Pomp and Ceremony' bit, pictured here the whole team (well almost) gathered for a none too professional speech by yours truly and the distribution of some small tokens of our appreciation for a great job well done. Before you ask, there were two cases of beer, a bottle of single malt and over on the left, a framed painting of the 'DA' LtoR George Kennedy, Iain Bickett, Kerr and Stevie Graham, Evelyn Lewis, Alex Gibb, John Deakin, Andy Kilgour and Rab Dow. Kneeling (yes kneeling!) centre, Jim Longmire (or as he prefers to be called 'Wee Fat B********!! Luckily the other 'WFB' was taking the photograph!!) Absent on the day but very much part of the team, Rab Adie who was on holiday. We cannot over emphasise the debt of gratitude DAPS owes to all at DDL and our own personal thanks for the warmest of welcomes we received on our visit. A final photo showing the painting of *'Daniel Adamson'* which now hangs in the foyer of the Dawson Downie Lamont offices, flanked here by 'Birthday Girl' Evelyn (don't worry we won't say a word!) and of course the man who made it all possible (restoring the pump that is, not Evelyn's birthday!!), George Kennedy. On behalf of the Daniel Adamson Preservation Society, thank you, each and everyone. - Neil Marsden
MILLERS CROSSING Following our request to Santa before Christmas for some extra workshop equipment, our friends at TTE put us in touch with somebody who had a milling machine that they no longer required. We would like to thank Mr. Chambers of Thornton-le-Moors for the donation to the society of an Elliot Victoria milling machine. John Churchill organized the transport and the miller was soon relocated to our workshop. Gordon Weston set about positioning, leveling and cleaning the machine. A set of manuals was obtained from Tony Griffiths at www.lathes.co.uk, who has an impressive archive of machine manuals. This milling machine will make valuable addition to our workshop. - John Hake
	Gordon Weston, using spirit levels, checks his adjustments. (left)		The Elliot Victoria milling machine, looking good (left).
MARCH 16 AN INSPECTOR CALLS We asked Riley & Son of the East Lancs. Loco Works in Bury if they would like to give us a quote to refurbish our boiler, their usual work is with loco boilers but they said they would be only to pleased. They sent their Colin Green to give our boiler the once over and from his inspection and findings they will produce a report and then a quote. The pictures show our Colin Brogan and Steve Lawrinson with Colin Greeninside the boiler carrying out the inspection. - John Hake

Colin Green (L) and Steve Lawrinson (R) amid the pipes inside the boiler.	Colin Green (L) Steve Lawrinson (C) Colin Brogan (R) checking the rear tube plate.	Colin Green with his trusty tapping hammer.	Colin Brogan emerging from the boiler.
	Colin Green (left) emerging from the boiler.
A TOUCH OF CLASS Two of the jobs that were started at the beginning of the year have been completed, we now have a designated store room, over a couple of cold days in January/February everybody mucked in to dismantle and remove the redundant electrical switchgear. The doors have been repaired and re-hung and fitted with extra locks to make it secure as possible. The floor has been painted, the walls washed down and lights fitted, it now looks the part. We have started to move all the loose equipment that was stored in workshop and on board into the storeroom where it can be checked and listed. And thanks again to United Utilities for allowing us to use it. The other job was to commission the lathe, Gordon Weston gave it a good clean and a wipe down with an oily rag and it was wired up to the 440v mains by yours truly, Jim Ellis and Wally Graham, with the help of Boris Baugh of TTE, finally got to grips with the workings of all the knobs and leavers. Jim Ellis, after turning a couple of test pieces used it proper to take a couple of thou off the phosphor bronze neck bushes that fit in the bottom of the engine cylinders. - John Hake

Phil Janion fitting the extra security features to the storeroom.	Storeroom interior (left).	Storeroom interior (right).	Boris Baugh, centre, gives our lathe his seal of approval.
	Jim Ellis (left) sets up a phosphor bronze neck bush for machining.
February 26 YOUNG GUNS In Ellesmere Port there is an apprentice training school called TTE (Training Tomorrows Engineers) it was established in 1990 and provides training for companies in the Merseyside and Cheshire areas. The training is predominantly for the Chemical, Process, Power, Engineering, Paper, Pharmaceutical and Food industries. We were introduced to TTE back in 2004 by member John Churchill. In the four years, we have built up an excellent relationship with them, they visit us on a regular basis and where the apprentices get to carry out various tasks under the supervision of their instructors. We hope, that coming down to the 'Danny' gives them a perspective on different working environments that they might encounter and will help to give them the confidence to tackle jobs that might be out of their comfort zone. TTE regularly take equipment back to their workshops where it is refurbished and returned to us fully working and tested. We would like to thank the instructors, Boris Baugh, Roy Shone, Paul Graham, Ian Taylor and the numerous apprentices for their continuing help, support and encouragement. - John Hake

Tony explains where the HP steam pipe goes.	The apprentices help with positioning the HP steam pipe.	Wally explains the fine art of valve lapping.	A refurbished valve chest goes back together.

Two instructors and two apprentices discuss the finer details of a mud box.	The valve chest and mud box back in position in the engine room.	Departing after a day's graft.
February 04 THE PIPES ARE CALLING You will remember back in October there was an article on how we tested the two low pressure steam pipes, well, the exercise had to be repeated for the two high pressure steam pipes. The same method was used :- Bolt them together Fill with water Remove all the air Pump them up to the required pressure Wait and see This time the test was done under the watchful eye of the MCA who were carrying out a periodic visit, checking that the work we had done and were doing, met with their approval and satisfaction. Kevin's pressure testing procedure met with their approval and the four steam pipes, two low pressure, two high pressure have now been satisfactory tested and the appropriate certificates issued. The LP & HP steam pipes have now been refitted. - John Hake

The two HP pipes bolted together.	Blanking flange with meter connection fitting.	Blanking flange with pump connection fitting.	Kevin's patent method for removing any trapped air, clout the pipe with a bit of 4x2, while Tony checks the air is being expelled.

LP Steam pipe back in situ on the port engine. A = connection to condenser, B = connection to LP cylinder.	Tony (L) & Colin (R) tightening the starboard engine, LP cylinder, HP steam in pipe flange.	Exhaust steam pipe from HP cylinder, port engine.	LP cylinder pipes, port engine A = HP steam in from HP cylinder B = LP exhaust steam to condenser.
January 23 TEMPUS FUGIT On the behalf on the Daniel Adamson Preservation Society, I would like to wish all our readers the very best for 2009. The last working party in 2008 secured the boat then retired to the Bramley Moore public house for a pre Christmas drink and big eats. Now we are into 2009, the holidays are over and we are back to the grindstone. There are four jobs on the go:- Commission the new lathe Clean out and prepare another building that United Utilities have very kindly allowed us to use Prepare the condensers parts ready for re-assembly Check if the piston rod slippers can be shimmed. The re-assembly of the condensers is giving us a problem, because the two condensers are slightly different, the components need to be matched up and because the new water boxes were manufactured by using the old ones as patterns, it seems that the internal corrosion masked the measurements, so when the tube plates are married up to the water boxes, some of the tube ferrules will foul the inside of the box. A quick bit of machining will cure this problem The port low pressure piston rod has been put back in place to see if we can shim slipper plates to take up the wear in the slipper guides. If this exercise is successful then we will need to do the other three It was good to see Chris Todd back with us, he has been absent since he threw himself off his push bike and collided, rather heavily, with the tarmac. - John Hake

The port low pressure piston rod. A = Piston Rod, B = Slipper Guides, C = Slippers D = Shims go in here, E = Bit of wood holding it up	The four water boxes with their associated tube plates.	Tube plate loosely fixed to the water box.	Bill and Phil looking for the lost pipe in the engine room
	Chris Todd looking fit and well. (left)	T

Dawson & Downie Ltd.

View of Dawson & Downie's Elgin Street Works, c 1967.

Dawson & Downie Foundry Workers

Dawson & Downie foundry workers outside their North Elgin Street works, 1928.