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springy

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Everything posted by springy

  1. one of these perhaps (can often be found second hand much cheaper) https://www.richmondkettlecompany.com/our-collection/richmond-heritage-no-1/ springy
  2. Ohms law relates Voltage, Current and Resistance, I'm using power calculation, Power (Watts) = Volts x Amps, rearranged as Power / Volts = Amps springy
  3. First check the physical size - usually 20mm (long by 5mm diameter), or 1/4 inch (diameter by 1 1/4 inch long) - often referred to by first quoted dimension hence the reversal. To determine the current rating you need to consider/investigate what they are feeding - water pumps are often marked with the fuse rating on the body of the pump, Tunnel lights are often 55W halogen bulbs and will theoretically require 55 (W) / 12 (V) = fuse rating 4.6 (A) and then add a little bit to get to the nearest available rating HOWEVER this assumes that the cable runs are suitably sized for the length - I would not be surprised to find a 5A fuse would not be sufficient for the tunnel light due to voltage drop over a long run even with suitably sized cable. Cabin lights - add the wattage of ALL the lights protected by the fuse together and calculate as above - eg 8 x 2W LEDs = 16 W - a 2A fuse would be sufficient, for 8 x 5W LEDs = 40W you would need 5A etc. Remember the fuse is to protect the cable. As Tony said 10A should be OK for the lighting, the pumps you need to check individually, The horn is a high current device, and a long cable run BUT is only used for relatively short periods (5 - 10 seconds ?) - would probably need 15A assuming suitably sized cable. Undersized cable increases the current to compensate for voltage drop. The existing fuses should be marked on the metal cap with their rating though it can be difficult to read - I often need a lens and good lighting to read it - oblique lighting may help. springy
  4. An 'oss on the towpath is very effective at clearing the anglers. springy
  5. I presumed "Livestock", I started with this page https://www.gov.uk/government/statistical-data-sets/livestock-prices-finished-and-store which leads to a table giving 593.2 p/kg average price for sheep in January, and this page (n. Ireland) https://www.lmcni.com/market-information/market-update/ gives an average price 550 - 560 p/kg for march. However a bit more digging lead me to this page (you need to select a market to view prices) https://ahdb.org.uk/beef-lamb/individual-finished-auction-markets which gives prices in the range 220 - 300 p/kg for livestock markets and this page https://ahdb.org.uk/gb-deadweight-sheep-prices gives prices ex abattoirs in the range 450 - 580 p/kg, which seems to be more in line with the .gov.uk prices, but the gov.uk is listed as "livestock". I'm confused, though I probably just don't understand some of the details. All the same given the tendency of sheep to just die for any old reason as has already been mentioned, most farmers would probably make at least some effort to discourage/prevent loss of their stock for economic reasons. springy
  6. Current market values of £100 + for a 20kg lamb would suggest otherwise - you wouldn't want to loose many. springy
  7. The Red cap is your Pressure Relief Valve (PRV), as the water in the calorifier heats up it expands - this could burst it if it rises too high so the PRV should vent any excess. They are notorious for dribbling - sometimes it is just crud on the seat and rotating the red cap a few times will cause the valve to open and clear the crud. If the domestic water pump has been changed it could be running at a higher pressure then it would also cause the PRV to vent. If there is no Expansion Vessel fitted (not to be confused with an Accumulator - which may be identical in appearance) then this could also cause the PRV to vent. The top of the red cap should be marked with its set pressure - often 3.5 bar, but it should be matched to the calorifier design pressure. springy
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  9. It probably depends on the brand of the gauge - IIRC European and American manufacturers use different designs and using the wrong one will give inaccurate readings. springy beaten to it by Tony
  10. If the water pump (presumably domestic water pump) is kicking in every so often then it is most likely you have a leak somewhere in the system (it could be the pump non return valve but this would not show up in the bilge). If you don't have a calorifier with a PRV then almost certainly you have a leak some where. Check EVERY joint with with tissue - I find the stuff on large blue rolls shows the damp patches easier. springy
  11. The instructions suggest that it is a low voltage warning - check your batteries https://www.shoreline-marine.co.uk/images/Documents/Shoreline_Installation_Instructions_2020.pdf springy
  12. This post cannot be displayed because it is in a forum which requires at least 10 posts to view.
  13. AWG - American Wire Gauge - there are plenty of conversion tables on the web, 14AWG is just over 2 mm2 CCSA - nearest metric equivalent is 2.5 mm2 CCSA so slightly bigger. This table gives 14AWG a maximum current rating of 32A for "chassis wiring" and 5.9A for "power transmission", they also quote resistance per KILOMETER so presumably the "power transmission" rating is for the (very) long distance stuff. https://www.powerstream.com/Wire_Size.htm springy
  14. Montech has just been on TV - Abandoned Engineering on "Yesterday" channel, last item in the programme (series 2 episode 6) if anyone wants to find it on their catchup. springy
  15. springy

    Solenoid problem...

    Let a multimeter be your friend, measure the voltage between the solenoid to battery connection and starter body (should be battery voltage), both at rest and while cranking. also the starter input connection and starter body while cranking, also (for reference) the voltage across the battery terminals. This should hopefully pinpoint the problem, or at least indicate where to test next (isolator switch ?). You could also measure the voltage drop (while cranking) across the main solenoid terminals - holding the probes on both the studs first, and then on the cable terminals to check for poor connections. These measurements should only show as small or ideally zero volt drop. springy
  16. This post cannot be displayed because it is in a forum which requires at least 10 posts to view.
  17. Whilst you might be able to obtain a bubble tester designed to be fitted vertically (and possibly significantly more expensive as they are not a common item), all the ones I've seen MUST be mounted horizontally in order to work. When actually testing the system they need to be reasonably level, though under normal use (not testing) they can be tilted as would be expected if the boat heeled over. springy
  18. You've got to do at least four to get anything accurate, I'm sure I've heard of taking six and then the average. Yes gauging could always be prone to "fiddling" possibly with the collusion of the toll station operative - were they "trusted" employees or would they be moved around so as to avoid building "friendships" with the boaters (which may well also have been family). On the other hand an "on the ball" toll clerk would be well aware of the potential tricks particularly if they had spent some time as a boatman. For coal, and probably other bulk materials, the extra work involved in weighing the cargo at the customers wharf - offloading into barrows or carts, passing over a platform scales/weighbridge, and then tipping into the customers store, would vastly depend on circumstances. For a coal yard with their own weighbridge and carts this would not be too onerous, however the company powering its steam engine with one or two boatloads per week and the coal bunker conveniently positioned by their wharf would be unlikely to undertake such an operation unless there was already a question over tonnages delivered as against invoiced. I suspect in many cases the customer would not even gauge the boats, trusting to their experience to judge the tonnage, and probably the toll gauged weight would be seen as "independent" reference between the customer and the supplier. The supplier (certainly the collieries did) would gauge the boats before despatch for invoicing and records. springy
  19. Logically there can be five parties interested in the weight carried :- 1 The supplier of the goods - so that they can charge their customer 2 The customer - so they do not pay for tonnage not delivered 3 The canal company(ies) - so they can charge the appropriate toll(s) 4 The carrier/boat owner - so they can charge for carriage 5 The steerer - may be paid by the ton delivered rather than per trip, may "know" the route well enough to know that 1/2 ton extra on the boat will make the trip slower. In addition different cargoes attracted different toll rates, calculated on the nearest quarter (5 cwt) under the gauged weight, and some - particularly raw materials (coal limestone etc.) had a built in "rebate" on the BCN, AIUI they had a toll rate of 22 cwt to the ton (10%) i.e. if the boat was actually carrying 22 tons the toll due would be calculated on 20 tons, presumably particularly applicable to open day boats in rainy conditions. Were boats gauged at the suppliers wharf before leaving to get an accurate starting point or did they rely on the canal companies gauging, similarly did the customers gauge before unloading. Either of which would require knowledge of the gauging tables for the boat. springy
  20. No help but I remember looking at it at Stoke Bruerne and wondering "why", in general use I can only see disadvantages. A guaging stick and set of tables is easy and quick to use, and cheap to distribute around the toll stops. It could be used for initial guaging but seems a mechanically complicated solution compared to a wharf crane and a set of guaging weights. The only possible advantage would be an accurate tare weight for the empty boat. springy
  21. You just need a bit of scaffolding tower from this video springy
  22. Different pump design. Alphas and most older listers (and many others) use what is basically a single plunger pump for each injector, operated by a lobe on the same camshaft which operates the valves. The CAV DPA as used on 1.5/1.8 BMCs is a "distributor" pump combining a high pressure pump and a "distributor" head delivering fuel to each injector in turn. Driven either from a skew gear on the camshaft on the 1.5, or the timing chain on the 1.8. springy
  23. I believe the Little Wyrley Estate owns most of the land, and the basins and moorings, though I was told that some parts of the colliery site is in council hands. The large "office" block by the gate was recently the subject of a planning application when the council put it up for sale, planning was refused and I subsequently heard that the Little Wyrley Estate now also owned that part of the site. springy
  24. If the domestics are being charged by the alternator then there must be continuity between the negative terminal on the domestic bank and the negative terminal on the starter battery. I don't understand why that would not also show continuity between the negative domestic busbar and the engine block assuming the domestic systems are working. The fact that it starts gives confidence in the large negative conductors between the starter battery negative terminal and the engine block. springy
  25. I presume that's the negative terminal on the starter battery, rather than a negative terminal on the starter motor body ? Are there any other sizeable negative connections on the engine - for example on the alternator ? springy
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