STEAM TUG "KERNE"

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May started in the same vein as April – preparation for sailing, and on the subject of which, some of our ‘followers’ may have seen the April Sailings reported in the June and July issues of ‘Sea Breezes’ written by Bob Straughton, their Coastal and Tugs & Tows correspondent, and one of our guest sponsors who sailed with us in April.

Boiler tubes were swept following the April sailings, fires were lit by the Chief on 11 May and steam raised in preparation for sailing on Friday 14 May. The order to ‘Cast off’, was given 11.00hrs, the vessel entering the River Mersey via Langton Lock at 13.00hrs bound for Ellesmere Port, the crew being joined by members of the World Ship Society, who had sponsored three days of sailing to coincide with their AGM, to be held at Ellesmere Port.

Having crossed the River, Eastham Locks were negotiated and the Manchester Ship Canal entered at 15.02hrs, ‘Kerne’ being made fast on Ellesmere Port North Wall at 15.30hrs. The vessel paused only for a change of guests, before proceeding up the Ship Canal, turning at Runcorn Old Quay, and returning to Ellesmere Port to disembark.

The run to Old Quay was repeated on Saturday, before ‘Kerne’ returned to Sandon Dock, with guests aboard on Sunday afternoon, ‘Finished with Engines’ being rung at 16.02hrs.

The following Saturday, the boiler was pumped out (after fixing the petrol pump) in preparation for the removal and replacement of the fire tubes – all 120 of them!!

There was, however the small matter of repairs to an un-planned alteration to the ships electrical generation system. One of our dedicated engineers (who remains anonymous to protect his already tarnished reputation) had, some weeks before, wandered down the starboard deck carrying an extension ladder, and in doing so had converted the AeroGen wind generator from a 6 blade model, to a 4 blade model. It didn’t run well in its’ modified form, so replacement blades were duly obtained and fitted in order to restore smooth operation and our ability to charge the batteries when we are not in steam.

Fire bars have now also been removed from both furnaces, which will be swept, to facilitate access to the combustion chambers in order to cut the tube-ends for removal.

Whilst awaiting tube delivery, attention in the Engine Room has turned to the Low Pressure valve spindle, which, like the other two, is badly ‘necked’. This has been removed for sleeving and machining, together with the gland bushes.

Our deck crew have also been busy on several fronts. As reported in April, a new galley stove had been hastily and temporarily installed for our Sponsored Sailings. As it proved impossible to obtain a direct replacement, this has meant that work surfaces, drawers etc in the galley will need to be modified. As these were somewhat tired, the opportunity has been taken to carry out a refit, and this work progresses. Also, some additional ‘Timber Engineering’ has been carried out in the Forw’d Cabin to provide further much-needed storage space.

An inspection of the Aft Peak water tank has revealed some wasting of the stretcher beams, which support the Aft Deck. New steel has been cut in preparation for welding into position.

Also, a most welcome addition to ‘Kerne’ is the acquisition of a reserve tank for the WC. This will permit crew and guests alike to move about the vessel with much greater freedom and comfort on our longer voyages!!

Finally, apologies to avid readers for the non-appearance of the May News bulletin, but I have good reason as Bob Stead and myself were busy carrying out an inspection of the ‘Steam Fleet’ in San Francisco (whilst our Good Ladies explored the shops of Fisherman’s Wharf).

I was particularly looking forward to getting aboard the 1914 Tyne-built Paddle Tug ‘Eppleton Hall’ of which much has been written about its’ rescue from the cutters torch in 1967, the subsequent restoration and marathon voyage across the Atlantic and Panama Canal, before sailing up the Pacific Coast to San Francisco’s Maritime Museum. However, we were dismayed to arrive at Hyde St Pier and observe this wonderful little tug looking in somewhat neglected condition, with a barrier proclaiming that access is not permitted due to the unsafe condition of the vessel.

Sadly, there did not appear to be anyone on duty who could provide any information on her current plight.

The 1907 Steam Tug ‘Hercules,’ US-built for timber towage, was in much better condition, with her gleaming hull and superstructure, but whilst all aboard seems to be in place, she doesn’t appear to have been in steam for some considerable time.

Also at the Museum was the interesting 1890 side-wheel ferry ‘Eureka’, with its’ exposed beam engine still in-situ.

The highlight was however to be found on Pier 45 – the superb 1943 Liberty ship ‘Jeremiah O’Brien.’ One of only two operational ships of the 2710 built, she was built as part of the WWII war effort in just 56 days in South Portland, Maine. She served as an armed merchantman, crossing the Atlantic in supply convoys before being diverted to Normandy as part of the D-Day landings. Surviving several air and torpedo attacks, she saw further service in the Pacific before, in February1946, joining hundreds of her sisters, laid up in the US Reserve Fleet. As scrapping of the fleet accelerated in the 1970’s a Trust was formed to save one of these legendary vessels, the ‘Jeremiah’ being chosen due to her general condition and the fact that she had remained ‘ as-built’.

She returned to steam in 1979 and crossed the Atlantic again in 1994 to take part in the 50th Anniversary of the D-Day Landings.

Our arrival at the ship was met with warm enthusiasm for fellow ‘Steam Mariners’ and we were treated to a guided tour by one of their volunteers, a former Liberty Radio Operator, which enabled us to get up-close and personal with the magnificent 2500hp Triple Expansion Engine, and all things below decks.

As we left, we were asked what we were doing the following Saturday, to which we replied that we would then be cruising the coast of Alaska, the next part of our holiday.

‘Shame’ was our Guide’s response, ‘I was just about to invite you to join us on our cruise to Sacramento. Maybe next time….’

Alaska was great, but I’m sure Sacramento was better!!! 

The month saw a flurry of activity to prepare the vessel for the Sponsored Sailings on the weekend of 17-18 April. There were just a few issues to resolve before we sailed, such as, refitting and adjustment of the HP and IP valves (which were still causing us concern), bunkering coal, plating repairs needed to the WC compartment, replacement WC, replacement galley stove, delivery of the gangway, fitting the top and bottom boiler access doors, and filling the boiler, the aft peak and domestic water tanks with 16 tons of water, raising steam etc, etc, and then engine trials. All this when we had only two weekends to do it, having lost a weekend to Easter!!

True to form, deadlines promote action, and appeals for mid-week work parties were positively answered, particularly in the week of the sailings, when our illustrious Captain was first to arrive at 07.30hrs on Monday 12 April to accept delivery of 10 tons of imported Russian Trebles, (loose coal, at a cost of some £2500) as it was tipped on the quay. A team of shovellers, comprising grease-monkeys and star-gazers (aka engineers and deck officers!!) not otherwise engaged, were soon attacking the pile with the well-rehearsed drill of half straight down into the quayside starboard bunker, and the other half into barrows on deck, round the stern and into the port bunker. Bunkering was carried out over 2 days, resulting in the vessel, and the crew, assuming a somewhat darker appearance.

Meanwhile, the galley stove was being lowered into position and a temporary flue installed, new plating in the WC compartment was painted, and a new floor skimming applied, whilst the Chief and fellow engineers, adjusted, modified and re-adjusted the valve events.
Tuesday saw the arrival of the new WC, warming fires were lit, general deck and cabin cleaning and coal dust removal commenced.
Wednesday saw the lighting of the second fires as the boiler temperature was raised, plus sorting of stores, cleaning and brass polishing in the engine and boiler rooms. The new gangway was also delivered to the ship that evening.
There was no let-up on Thursday and Friday, as steam pressure was raised, engine trials carried out, and final preparations made for sailing on Saturday.

The sailing on Saturday 17 April was sponsored jointly by members and footplatemen (and women) of the Llangollen and Severn Valley Railways and by the Manchester Museum of Science & Industry,
‘Kerne’ locked out of Langton into the River at 13.00hrs and whilst all initially seemed well, as the power was applied, an annoying grating noise started to make itself heard from the area of the IP valve chest. This then quietened as the engine speed was increased above our usual cruising revs of 80rpm to 90rpm.
After entering the Manchester Ship Canal at Eastham, a short stop at Ellesmere Boat Museum was necessary in order to embark three further crew members plus the
all-important Buffet, prepared at the ships on-shore facility by our Catering Manager (viz. a certain crew members wife).

The voyage proceeded well after leaving Ellesmere Port, particularly as the visiting footplate crews insisted in taking over the stoking duties with amazingly little objection from the stoking watch!! Not surprisingly, a healthy steam pressure around 170psi was maintained.
As Irlam Locks loomed ahead, engineer’s attention was drawn to a leaking stern gland. Once stopped in the locks, access boards were lifted to make the necessary adjustments, when it was also discovered that the propeller shaft was getting somewhat warm. The galley floor was promptly lifted to reveal that the increased speed had resulted in the overheating of the intermediate prop shaft bearing. This was dealt with by reducing speed (resulting in the return if the squeak) and the application of liberal quantities of lube oil. A further delay ensued when Sir Edward Leader Williams’ famous 1893 Barton Swing Aqueduct carrying the Bridgewater Canal over the Manchester Ship Canal refused to swing. The threat that we would send the Boys over if it didn’t behave did the trick!!

The former No 9 Dock at Manchester was reached as darkness fell, and as our sponsors left the ship in good spirits, the Chief declared that he wished to convene an urgent meeting of his engineering crew to discuss the squeaking valve. The meeting was held in the Vault of a local hostelry, where after consumption of the second pint, (the first not touching the sides) the Chief gave the bad news that it was early rising the following morning to strip down and investigate the troublesome valve. The early morning inspection revealed a lack of lateral clearance between the slide valve and guide, which was successfully cured with the judicious use of scraper and file.

The Sunday 18 April sailing was sponsored by Friends and guests who boarded as our Catering Manager’s delivery of pre-prepared lunch arrived at the ship. This comprised a very large chicken curry, which was quickly taken below for final cooking on our, now functioning, galley range. The feast was much enjoyed by all hands, apart from one very tall and particularly difficult engineer who is inexplicably averse to curry, but who had managed to persuade the Catering Manager to provide him with alternative fare.

Mode Wheel Locks were entered at 10.30hrs with ‘Kerne’ astern of the grain barge ‘Calemax Enterprise’, outward bound, lightship, for Seaforth Terminal. This vessel was built in the early 1970’s for Liverpool Lighterage, (Kerne’s former owners) as the ‘Seacombe Trader’ and she accompanied us along the Canal length and into the Liverpool Dock system.
With the engine squeak apparently cured and the prop shaft bearing behaving itself, we had a very pleasant, and incident-free passage down the canal, interrupted only by a brief stop at Ellesmere Port to disembark several passengers. We entered Eastham Lock with ‘Calemax Enterprise’, and a smart dash across the river to Langton in very good time saw the vessel moored back in Sandon Dock before 18.00hrs.

It was a fantastic effort by those who worked long and hard to ready the ship for the trips, but one which was very worthwhile, and thoroughly appreciated by sponsors and crew alike.

Reporting ‘back to front’ by starting in the aft galley, a suitable range has been sourced from a Company who, primarily, manufacture stoves for narrow boats. The unit in question is of recent manufacture, but was returned to the manufacturer, due to some minor cracking of the hotplate. It appears that the original purchaser wanted this as a replacement for a blast furnace judging by the excessive heat it has been subjected to!! However, following the replacement of a number of components, it will be as good as new and as it was acquired at a substantially reduced price it represents a very good deal. Some modifications to the galley will be required to accommodate the new unit.

Work continued in the Engine Room, on what we thought would be the final minor adjustments, following the significant piston and valve work. Alas, things are never as simple as they seem, and further adjustments and shimming have been required to the valve gear to correct mis-timing of the valve events. However, the LP cylinder head has now been replaced, together with the pressure relief valves, and the various glands have been repacked. Adjustments to the forward HP main bearing were also found to be necessary.

The decision to make a start on the replacement of the Boiler smoke tubes has been put back until later in the year, as we have agreed to undertake Sponsored Sailings in April and May – details of which can be found in the ‘Calendar’ Section. Aluminium cladding required to complete the Boiler lagging exercise has now been purchased, and will be fitted in the coming months.

Work away from the vessel on the new gangway is all but complete, with the final lettering only to be completed, prior to delivery on board.

February has been a month of ‘ups and downs’ on board Kerne.

 

The’ ups’ included the aft galley range. With an assortment of ropes and sheaves, the unit was hoisted onto the aft deck, then dragged down the starboard side, lifted onto the top of the Boiler Room casing before being slid across the ladder onto the quay and loaded into Peter Sutcliffe’s truck for transportation to Barnoldswick.

Regrettably, its condition was such that it has been declared as ‘beyond restoration’ and will be scrapped. Other options for its replacement are being investigated.

 

‘Downs’ included lying on ones stomach on freezing cold plating and cleaning and painting the bilges beneath. The rewards are very smart new Boiler Room floor plating and steelwork, and bilges in a very odd colour of green.

 

Also in the Boiler Room, after inspection, the Chief has concluded that the 14-year-old smoke tubes are sufficiently wasted to require replacement. A stock of tubes has been sourced and work will commence as soon as possible for a targeted completion in early May.

 

In the Engine Room, piston and junk rings have been refitted to the LP piston, and attempts to suitably align the IP valve rod were hampered by the valve spindle guide which is out of true. Delicate adjustment will be required.

 

Above deck, we are actively looking to replace the timber wheelhouse, which is showing its age. A joinery manufacturer has been approached and has agreed to construct a new structure to the existing plans at a very favourable cost. Funding options are being investigated.

 

Finally, in recognition of the increasingly geriatric nature of the crew, work away from the vessel is progressing with the construction of a new lightweight aluminium gangway, which should be completed before the summer.

Firstly, an apology to Tim Leech, for my Freudian slip in renaming his lovely little ex-Thames tug ‘Kennet’ as ‘Gannet’. So soon after Christmas over-indulgence, an easy error to make for some of us!!

The weather in the first couple of weeks of the month prevented any work on board, although away from the vessel, we did have some very good news in connection with the aft galley range.
Contact had been made with the original manufacturers, Messrs Esse of Barnoldswick prior to Christmas, in the hope that they could assist us in sourcing a suitable replacement. Their response was to very generously offer to restore the original range at their factory at no cost to the Society.
We plan to remove the unit from Kerne and transport it to Esse’s premises within the next few weeks.

Once the weather relented, work re- started in the Boiler Room, the finishing touches being applied to the support channelling prior to measuring up for the new floor plates.
The first of the rectangular plates have now been delivered after laser cutting at Pickwick and Arnold’s boatyard in Todmorden, and after trial fitting, measurements for the remainder have been taken for plate cutting.
Whilst the floor plates are up, the open bilges have been cleaned, and the new steelwork is being painted.

In the Engine Room, slow but steady progress is being made in the final adjustment of the LP crosshead prior to the re-fitting of the piston rings and cylinder cover, and to the IP valve spindle and guide.

Away from the vessel, we have had news of the S.T. Alwyn Vincent, a very nice 90ft coal fired steam " pilot" tug designed in UK and built in Italy in 1958 for South African Railways. It was bought for a nominal sum a couple of years ago by an Australian who planned to take it to his homeland. He apparently has now disappeared owing people money so the tug will probably be disposed of.
If anyone out there wants a free steam tug they may be in luck, but it's a bit of a trip back from South Africa. We have enough with the one we’ve got!!
Finally, on a sad note, I have to report the passing of two Gentlemen with connections to the Kerne.
Phil Hockey, a retired River Pilot and ex owner of the Black Abbott of Mersey (motor barge Iris Abbott), died on 14 January aged 83. He had been unwell for some time, and will always be remembered by Kerne Engineers for his good humoured refusal to allow ‘Kerne Grease monkeys’ aboard Black Abbott without first removing our boots!!
From the Isle of Man, news that Capt Andrew Douglas, best known as Director & Editor of Sea Breezes, but also a former MHK (Manx Parliament Member), and Ships Captain, died of cancer on 15 January, aged just 66.

The early months below decks saw heavy engineering works that involved the stripping down of the High Pressure end of the main engine to facilitate honing of the High Pressure piston valve bore to remove ovality, lapping in the piston valve, adjustment of piston and valve rings and sleeving and re-machining the badly scored piston rod to size.
Winter laying up work was also completed, corroded areas of the smokebox repaired, boiler anodes replaced, a boiler treatment system installed, various steam pipe joints replaced and the boiler surveyed by our Insurers to their satisfaction.

Improving weather in the spring saw work commence deckside. New port and starboard navigation light boxes were manufactured and fitted and the masthead light buckets repaired. Routine woodworking repairs were carried out and hatch and grating varnishing was undertaken.

Back below decks work commenced on the removal of old boiler lagging, descaling of the outer shell of the boiler in preparation for the installation of the new lagging. The galley range also saw attention to the firebox.

The month of June saw the application of the new boiler lagging, with its stainless steel strapping, and fires were lit in preparation for a voyage from Liverpool Sandon Dock to what was formerly, Manchester No 9 Dock, via the Mersey to Eastham and Ellesmere Port, the Manchester Ship Canal and return.

Visitors were welcomed aboard during our 3-day layover in Manchester and all legs of the outward and return trips were supported by a full complement of crew and guests.

The trip did reveal a leaking starboard boiler feed-check. On return to Sandon the boiler was emptied, the valve removed from the boiler shell, the worn spindle replaced and the gland repacked prior to refitting.

During this process an ‘intruder’ was discovered aboard!!
Whilst working in the boiler room sounds were heard in the smokebox. From time to time seagulls have attempted to land on the funnel rim only to fall down and land in the smokebox. Thinking this to be the case, Bob Adam donned the heat resistant gauntlets (to protect fingers from ungrateful beaks), opened the bottom smokebox doors in order to grab the beast and return it to the wild, when he observed a large pair of eyes staring at him. Bob is no ornithologist, but knew this wasn’t a seagull!!

The doors were slammed shut and a call made to the RSPCA who duly attended and removed a rather annoyed Harris Hawk!!

As reported previously, August saw the vessel towed across the river by the Motor Tug ‘Seaport Alpha’ to Bromborough Slip for dry-docking. A full ultrasonic survey was carried out, replating and rivet welding undertaken as required together with attention to hull shell valves, stern tube, replacement of the echo-sounder transducer and a full hull descale and repaint, prior to being towed back to Sandon.

We gratefully acknowledge the assistance of National Historic Ships who provided financial grant-aid to enable us to carry out this essential work.

October saw the boiler being refilled prior to lighting up for our annual trip up the Mersey, Manchester Ship Canal and Weaver Navigation to the Leigh Arms Steam Party at Acton Bridge.

The gathering was very well attended and over 400 visitors were welcomed aboard over the 2 days, and again, a full compliment of crew and guests supported the outward and return trips, which were somewhat hampered by shallow water above Dutton Lock. Assistance from the Motor Tug ‘Gannet’ on the return leg was gratefully accepted.

Autumn saw the start of Winter Lay-up, and work commenced in earnest on the stripping down of the Low Pressure end and Intermediate Pressure Slide Valve of the main engine for attention.

This work became somewhat protracted as the LP piston stubbornly refused to be parted from the taper of the piston rod. Three weeks of hard physical effort, the installation of heavy-duty pulling gear, the application of heat, 14 tons of pressure from hydraulic rams, and a lot of very bad language from the Engineers finally persuaded the two apart. But boy, did it go with a bang!!

The LP piston rod and IP valve spindle have now been sleeved and remachined to size, together with the gland and neck bushes, LP crosshead and slipper whilst in the boiler room, the corroded floor plates and support channelling have been cut out and removed for scrap.

Sadly, we have to report on the ‘death’ of the galley range, which, during the winter strip down finally succumbed to age and corrosion.

The final work party of the year saw the newly machined piston rod, bushes, piston and crosshead refitted, whilst in the boiler room, the first of the new floor support beams were fitted and welded into place.

All in all, a very busy and productive year!

Finally, we wish to welcome the following that have joined us this year -

Gwil Williams
Dave Owens
Darren Stead
Geoff Johnson
Frank Purser
Paul Ogden
Jack Dibnah
Roger Dibnah
Harold Lawrence
John Nevins
Ian Morrissey
Capt David McNamee
Alan Barnes
Les Ormandy
Martin Cleaver
Don Thorpe
John Slavin
Dave Horsman
Bob Heywood
Craig Hamer
Graham Dean
Raymond Holmes