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Welcome aboard.
In this section, we take you on a pictorial tour around "Shieldhall".
Unfortunately, we cannot provide the smell of steam and hot oil, so why not make a date and visit this masterpiece of marine engineering. We start on the boat deck . (boat deck) 
This is where visitors normally come aboard. You will be aware of the teak decks which lead forward to the Bridge superstructure. On the port (left) side is our Shop where you can purchase a selection of "Shieldhall" souvenirs. Walk up the ladders on either side of the superstructure and you come to the Bridge.
(bridge)
You won't always find a sailor like this on the wheel, as this was a special occasion. On the Bridge you will be able to see the old and the new side by side as we have tried to retain the traditional nature of the Bridge but also, we have included modern equipment to comply with today's regulations. If you look forward, out of the Bridge windows, you can see the large expanse of the foredeck.
(foredeck) 
In this photograph, it is being prepared for a film set but this gives a good impression of the space available to our passengers. From the Bridge, we need to descend two decks, onto the main deck and we proceed aft, past the Saloon and Galley to the Engine room access. As we enter the Engineroom, we look down onto the top of both main engines
(engine room) 
The silver discs on the top of the main engines represent the cylinder sizes in each engine. Moving down two flights of stairs we come to the manoeuvering platform where the engineers on watch control the direction and speed of the main engines (engine room controls)
Unusually in a ship's engine room, there is room to move around each engine and now is the time to start counting all the auxiliary engines, but take care as you move around. Some of the pipes are hot. From the Engine room, we move aft into the Boiler room. There is space between the boilers to pass through safely, as both boilers are well insulated. Once into the Boiler room
(LP cylinder - engine room) 
you will notice how hot it is and also, how quiet with just the roar of the furnaces and the forced draught fan making their presence felt. Within the Boiler room, you will see three more steam driven auxiliaries.
We have to leave the Boiler room and Engine room by the same ladders that you came in by and when you get back on open deck, continue aft and have a look in the Tiller Flat.
(steering gear) 
Here, you can see the steering engine and unless one of the crew are present, you have to watch this engine from outside as it can start without warning. Watch the engine respond to movements of the ship's wheel and see if you can work out how the steam is controlled. It is probably time to take some refreshment and what better place than the Saloon. The saloon can seat approximately 70 people and when the ship is alongside, it can be used for meetings, conferences, or special events.
(saloon) 
Not only is there a fully licensed bar selling a wide range of beers, wines and spirits, but our galley staff are able to offer a full range of snacks and meals. On our excursions, a full meal service is normally available.
Our tour ends on the foc'sle (steam winch) 
and once again, the teak decking is very noticeable. The steam driven windlass is typical of those that were used during the age of steam and it is used when mooring the ship, or when raising the anchor. Passengers are normally allowed into the "eyes" of the ship and this will give you an unrestricted view ahead.
There are many other spaces on the ship which are not accessible to passengers, but in this tour, we have covered all of the areas open to the public, at sea and in harbour. We look forward to welcoming you aboard.
Go to the Sailing Programme for details of our excursions and places that "Shieldhall" will be open to the public.
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Following is a brief summary. To find out more, come aboard this wonderful ship and see for yourself.
BOILERS
Two Scotch boilers, each 12ft diameter and 12ft long, produce saturated steam at a pressure of 180lb/sq.inch. The steam powers the main engines, auxiliary engines, all the deck machinery and a 25kW electrical generator (a diesel generator has been added to power modern navigational equipment).
The boiler is of riveted construction and has approximately 320 firetubes. Fuel oil is forced under pressure to provide an atomised spray which is then burnt in the furnace. Air for combustion is supplied by a single-cylinder, forced draught fan. To improve efficiency, the air is heated by the combustion gases before they exit from the funnel.
For the non-technical: "Shieldhall" has two large, oil fired boilers providing steam power throughout the ship. They are similar, although smaller, than those used on the "Titanic".
MAIN ENGINES
The two main engines were constructed by the ship's builders, Lobnitz & Co., of Renfrew, Scotland. They are triple expansion engines with cylinder diameters of h.p.15", i.p. 25" and l.p. 40", and the stroke of 30". Each engine can provide up to 800 horse power to its screw. The normal service speed is 9 knots at 86 rpm. This is our economical speed, although the designed maximum is 13 knots at 120 rpm.
Waste steam from the engines, is ejected to a condenser where it is cooled by sea water passing through the heat exchanger tubes. The condensed steam is held in the hot well before being pumped back to the boilers as feed water.
For the non-technical: Two steam engines drive the ship and to avoid wasting water, the steam is condensed back to water and re-used.
DIMENSIONS
Shieldhall's' tonnage 1972 G.R.T.
length 268 feet.
breadth 44 feet 7 inches.
draught 13 feet 4 inches.
The machinery on board is very similar, on a smaller scale, to that carried on the ill fated "Titanic", which makes "Shieldhall" a unique link with the past.
OTHER EQUIPMENT
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STEERING ENGINE
This is a two cylinder, fixed lap and lead reciprocating steam engine which alters the rudder angle through a rack and pinion arrangement working on the rudder quadrant. Rudder movements are transmitted from the ship's wheel on the Bridge by hydraulic pumps which form part of the wheel assembly. Control of the steam input is via a control ram working on a closed loop feedback which adjusts the steam inlet valves accordingly.
DECK MACHINERY
The for'd windlass and capstan and the after capstan are all operated by steam generated by the main boilers. They are normally used to moor the ship and to recover the anchors. The machinery to launch and recover the lifeboats and operate the cargo derrick, is all Armstrongs patent, i.e. muscle power.
BRIDGE AND NAVIGATING EQUIPMENT.
On entering the bridge, the first item of equipment that you pass is the engine room telegraphs. These are situated on both bridge wings and by means of chains, relay the required engine movements to the engine room.
Within the charthouse, there is a traditional ships wheel and binnacle. The course to steer can be by reference to the magnetic compass within the binnacle, or the modern gyro compass, mounted on the deck head.
There are various items of electronic equipment which are required to navigate "Shieldhall" from port to port and an item of interest is the Decca Radar set which dates from the early 1960's and is still operation. It is normally used as a standby to the modern set located on the chart table.
FURTHER DETAILS
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Shieldhall was laid down in October 1954 and entered service in October 1955. Built by Lobnitz & Co., of Renfrew, she is of special interest as she was built on older classic lines with a traditional wheelhouse, of riveted and welded construction with a straight stem and a cruiser stern.
Shieldhall was operated by Glasgow Corporation to transport treated sewage sludge down the river Clyde to be dumped at sea. She continued a tradition, dating back to the First World War, that Glasgow's sludge vessels carried organised parties of passengers when operating during the summer months. Thus Shieldhall was built with accommodation for 80 passengers.
In 1976, after 21 years of faithful service on the Clyde, Shieldhall was laid up. Shieldhall was purchased by the Southern Water Authority in 1977 and after minor modifications, she carried sludge from Southampton to an area south of the Isle of Wight for five years from 1980. It was when she was suddenly withdrawn from service in 1985, due to rising fuel prices, that active preservation began.
As a result of an initiative by the Southampton City's Museum Services, a preservation society was formed and "Shieldhall" was purchased from Southern Water in 1988, for £20,000. The Society is registered as an Industrial and Provident Society as The Solent Steam Packet Limited and operates as a charity. All work associated with the Society and "Shieldhall" is carried out by unpaid volunteers.
Much work has been done on the ship by these volunteers in order to keep her in sea-going condition. The saloon has been restored and the galley brought up-to-date. Crewed by volunteers, "Shieldhall" is a frequent sight around the Solent running excursions and such like. She has been to Holland for the Dordrecht Steam Festival and she has been an attendee at each of the International Festivals of the Sea at Bristol and Portsmouth.
During the summer months, various excursions are run in the Solent area and during the course of these voyages, passengers are encouraged to visit the Bridge and machinery spaces.
To find out more details about "Shieldhall's" history, we have produced an informative book with the title "Shieldhall, the story of a Clyde Banana Boat". Cost is just £3.95 plus £1 for postage. Visit the Shop to place your order.
