Sheaf Crown - Launch

OIL v. COAL

Interesting Speeches at Local Launch.

Northern Daily Mail. 22nd Aug 1929

Messrs. William Gray and Co., Ltd., yesterday launched from their Central Shipyard, the steel screw steamer Sheaf Crown, which is being built to the order of the Sheaf Steam Shipping Co., Ltd., Newcastle–on–Tyne.

The vessel, which is of the open shelter deck type, will take the highest class in Lloyd’s Register, and is of the following dimensions: Length overall 418ft. 4in.; breadth, 54ft. 6in.; depth moulded to upper deck, 24ft. 10 ½ in

She is constructed on the cellular double bottom principle with deep channel framing, and has six watertight bulkheads, together with a steel centre line bulkhead and wood shifting boards dividing the holds for grain carrying. The fore and aft peaks are suitable for water ballast. A Tutin balanced rudder is also fitted.

                                              CREWS ACCOMODATION

Spacious accommodation for the officers is arranged in a steel house amidships. The engineers are berthed in large steel houses alongside the casing, with the necessary mess room and lavatory accommodation. Large airy accommodation is arranged in the forecastle for the crew, including separate dining rooms.

For the quick handling of cargo, 11 7in. x 10in. steam winches are provided which work eleven derricks. A direct-acting steam windlass forward and steam steering gear amidships are also to be fitted. The masts are suitable for the Manchester Canal Bridges.

The vessel will be completed in all respects as a first-class cargo steamer, including an efficient wireless installation and electric light throughout.

                                         THE MACHINERY

The machinery will be supplied by the Central Marine Engine Works of the builders and will consist of reciprocating engines of the balanced quadruple inverted direct acting surface, condensing type, to work at a pressure of 260lbs.per square inch. The boilers will be worked under forced draught and are fitted with superheaters. They are arranged to burn either coal or oil fuel.

A number of auxiliaries of the “CMEW” type, made by the Central Marine Engine Works will be fitted, including centrifugal circulating pump, pair of independent feed pumps, and overhead direct contact feed heater, high pressure live steam surface feed heater, harbour feed pump, general service pump and ballast pumps. Singlex oil transfer pump, pair of oil fuel separators, evaporator, auxiliary condenser, steam scrubber drain and scumming tank and gravitation feed filter.

A “CMEW” thermocouple installation will also be fitted, be means of which the temperatures of the gasses in the combustion chambers of the boilers, smoke boxes, the base of the funnel and other points may be easily and conveniently read at one place in the engine room.

                                               THE LAUNCH

There was a large attendance at the launch, the owners being represented by Mr. W. A. Souter, Mr. Hardie, and Major J. C. Robson, D.S.O. The builders were represented by, Sir Wm Gray, Bart (Chairman), Messrs M. S. Gibb, J. H. Farmer, and Mr. A. McGlashan (directors), Mr. T. S. Simpson (general manager), and Mr. W. Hird (yard manager).

Amongst others present were Mrs. Souter, Lady Gray, Miss Souter, Mr. I. B. Souter, Mrs. Arnesen, Mrs. Robson Miss Robson, Mr. and Mrs. Keith Scott, Miss Scott, Mr. and Mrs. Chamberlain, Mr. and Mrs. Gordon Hardie, Mrs. Farmer, Mrs. Waddy, Mrs. A. D. Sutton, Miss Sutton, Mr and Mrs. R. Chambers Mr. J./ Fatin, M.Sc and Mr. C. E. Miller of Lloyd’s Register of Shipping.

The ceremony of naming the steamer “Sheaf Crown” was performed by Mss. M. E. Souter, daughter of Mr W.A. Souter.
T
he ship and machinery have been built under the supervision of Messrs. J. R. Scott and
Sons, Newcastle.


After the launch the company was entertained by Sir William and Lady Gray at Tunstall Manor. Sir William Gray, in proposing success to the s.s. Sheaf Crown, said he was glad to think that the vessel they had seen launched was to the order of a Newcastle ship owning company, for generally they found the Tyneside owner difficult to tempt. In Mr. Souter they had a man of enterprise and vision, preferring to weigh for himself the advantages of the internal combustion engine against the reciprocating steam engine, by building two vessels of similar dimensions – one a motor vessel and the other, which had been launched that day, a vessel fitted with quadruple expansion machinery and high pressure boilers.

                                                 COMPETITION OF THE MOTOR SHIP

“We who live so near the coal fields” continued Sir William, “Naturally want to see more coal used as fuel. The keen competition of the motorship has forced us to concentrate on producing, always with an eye to the initial cost, a steam engine which in service will prove economical to run, and I believe that in the quadruple engine that we are fitting to the Sheaf Crown we have a veritable champion to fight in the interests of coal.

“I trust that the Sheaf Crown will fulfil all that Mr. Souter and we ourselves expect of her, and I ask you to join me in wishing her every success, coupling with this toast the name of the young lady who so successfully performed the naming ceremony.

Mr. W. A. Souter, in reply, said “This is certainly an interesting occasion. As you have said this is the second of two vessels to be launched within a very short time. The first was fitted with internal combustion engines and this, the second, having the same dimensions and the same dead weight, is to be fitted with high pressure quadruple engines.

                                             A PRACTICAL TEST

“We, as owners, wish to try for ourselves by actual experience which is the more economical proposition, and I think this is the only satisfactory way. I think it is to the interest of this country that the steam quadruple engine should prove the more economic proposition, but I also think it is of the interest of this country that some of the shipowners should own Diesel tonnage, and that this should not be left o0nly to the shipowners of other countries. My opinion is that the market for which the diesel cargo vessels are absolutely suited is a limited one. It depends entirely upon a cheap basis for fuel oil, and so, in my opinion, the best field is in the Pacific. I doubt whether Diesel vessels will be able to compete successfully in the Atlantic, Plate, or even the South African and Indian Trades.

“You are up against a stern proposition. The results that we have had so far from our Diesel vessel show 10 ¾ knots in ballast on an oil consumption of 5 ½ tons. Although you are improving steam engines, improvements are also being made in Diesel engines, and there can be no question of finality in either.”

In conclusion he wished the firm of Wm Gray and Co., Ltd., the greatest possible success.



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