News from On Board

Work on the crosshead pumps was the focus of our engineer’s attention following the live steam test, the four valves being cleaned and re-assembled. Unfortunately, despite thorough de-rusting, scaping of the valve chest cover and the making and fitting of new thick rubber jointing the cover did not want to seat adequately to be pressure tight. This is partly due to the inevitable pitting of a steel plate of 100+ years of age, but also due to some historic repairs and stud replacements. Just another small issue to resolve! In the meantime, two new bleed valves were fitted to the valve chest cover. It was also decided to replace the aged lignum vitae piston rings. PTFE was the chosen replacement material which was expertly machined by one of our members from a solid lump - a not inconsiderable achievement and a perfect fit. The dry weather has seen a flourish of paint brushes, the standing joke being that if you had nothing to do and stood still long enough you would be painted along wit...

Following the dry visual inspection by the Boiler Inspector, our 1935 Admiralty-built boiler was passed fit for service subject to a successful steam test. The only matter for attention was to the Boiler Room pressure gauge, which when separately tested appeared a little ‘slow’. This was packed off to Messrs Instruments and Gauges of Banks, Southport, who had recently overhauled our set of Engine Room gauges, for overhaul and re-calibration. This was returned suitably certificated and duly refitted. The boiler was filled; the top and bottom access doors refitted with new joints and various covers and the funnel cap removed for steaming. This took place during the week commencing Monday 21 July, small fires being lit over successive days with steam being raised for the Boiler Inspector’s Thursday inspection. With dampers wide open and large fires in both furnaces in order to produce maximum steam generation, the safety valves lifted at 180psi with their usual ‘bang’, the pressure being ...

The welcome appearance of summer sunshine produced the usual dash for paintbrushes. The pressing issue was the condition of the funnel as large areas of paint had delaminated allowing moisture (and a far amount of rain) to get behind the paint and create some fairly large areas of rust. Several theories as to the cause were proffered, but on inspection of the funnel and a section on the delaminated paint, it appeared that detachment had occurred between the funnel and the rust cure layer. We came to the conclusion that the Granville rust cure we had used took exception to the heat of the funnel when in steam causing it to break away from the steel surface. The decision was to go for two coats of Hemperdur Primer and one of Hemperdur top coat. We will see how this reacts over the coming months. Also on deck, after draining and drying the aft peak tank it awas discovered that the internal pipe supplying sea water to the stern gland had corroded to the point of becoming porous, so this wa...

May has been all action as we worked to maximise our time in dry dock. After the high-pressure jetwash the essential NDT test of the hull produced favourable results with attention only being required in an area of the counter adjacent to the rudder stock which needed platework repairs. A hole was cut in the port side of the hull below the water line; a boss was welded into position and a new phosphor bronze valves and thick wall piping installed in the Engine Room for our new high-level condenser suction. New anodes were also welded into position on the hull followed by painting with a Hempel Marine paint system. By 15th May, all work was completed, the dock was flooded and breasted alongside the tug Svitzer Trident, we left Cammell Lairds to cross the river to our regular berth in Sandon Dock. We then started to return all the various equipment and contents we had removed three weeks previous to the vessel prior to the visit from the Boiler Inspector for the dry examination. No probl...

Following discussions with Cammell Laird, a window of opportunity appeared that would allow us to dry dock the vessel. As the yard wanted to get us in before the end of the month, time was tight. A work specification was drawn up by Chris our Chief Engineer, which included the routine work of hull cleaning and painting, anode replacement and NDT checking of hull thickness, but also the installation of a high-level condenser suction. As regular followers will recall, the existing suction is adjacent to the keel, so in shallow waters (eg River Weaver) silt is sucked up into the condenser which overheated with resultant leaking tubes and sea water getting into the boiler. This required a condenser strip-down to repair and a boiler clean. By installing the high-level suction, we have the opportunity to switch from the keel suction to the higher level to avoid the silting problem. As we are dealing with a 112-year-old vessel, we will not be too surprised if the dry-docking throws up other i...

Boiler lagging still dominates our ‘to do’ list. Andy must wish he had kept his hands in his pockets when the question ‘Who wants to take this on?’ was asked. This really is the most awkward of jobs due to the very restrictive confines in which to work and the difficulties in getting the materials down to their required positions. That said, we are now on the final lap, as all the lagging material in now in place between the crinolines and progress is being made with the cutting and fitting of the metal cladding sections that protect the lagging material itself. Valves that had been removed as part of our rolling maintenance program have been overhauled, and the valve faces lapped-in. The blow-down and scum valves have now been bolted back onto the boiler and pipework, and after some difficulties the shut-off valves to the water gauge frame are also back in-situ. This task is made all the more difficult as the upper valve is accessed via a sliding hatch in the boiler casing. Whilst it ...

Boiler lagging was still high on the agenda as we moved into the slightly warmer February. Having made good progress installing the lagging material round the shell, held in place by the crinoline straps, we move on to the somewhat trickier areas of the boiler top around the various pipes and valves that occupy the valve box forward of the funnel. This part of the exercise involves the removal of inspection plates on the top of the boiler casing and beneath the timber flooring on the wheelhouse. The engineer undertaking this task (Andy) then has to lie on his stomach and reach down to feed each uniquely cut piece of lagging under the pipes and round the valves. All very uncomfortable, but not sufficiently to put him off his lunch! Once this area is conquered there is the small matter of the front plate of the boiler which is, of course vertical, with numerous stay-head nuts to cut around. The means of holding each piece of lagging in place is yet to be decided. Also in the Boiler Room ...