1949 edition 27 Oslofjord

SCHIP EN WERF - SHIP AND YARD
PUBLISHERS W YT. ROTTERDAM
Ir. J. JANSZEN - 126, SUEZKADE - THE HAGUE
Telegrams: Techjans - Telephone: 39.57.28
[hdlla n d)
SOLE AGENT FOR THE NETHERLANDS OF:
LAURENCE, SCOTT & ELECTROMOTORS LTD.
NORW ICH
and M A N C H E S T E R
C O M P L E T E Electric Cargo, W a r p i n g , Boat, Tr a wl and A m m u n i t i o n W I N C H E S .
E L E C T R I C E Q U I P M E N T o f all S h i p ’s Au x i l i ar i e s and of S h i p y a r d , W h a r f , G r a b a n d
T r a v e ll i n g Cranes.
D. C. D Y N A M O S . M O T O R S , C O N T R O L L E R S and S T A R T E R S (al so s e p a r a t e l y ).
" S C O T T ” W I N C H E S h a v e si lent w o r m gear t r a n s mi s s i o n ( n o n - s e l f h o l d i n g , s o h i g h e f f i ci ency) a n d
cont a c t o r control (with all w o r k i n g a d v a n t a g e s hereof), a n d are m a d e W I T H O R W I T H O U T
R E M O T E C O N T R O L , a c c o rd i n g to O w n e r s ’ r e q u i r e m e n t s .
" S C O T T ” C A R G O W I N C H E S a v a i l a bl e if de s i re d with " D Y N A M I C C O N T R O L ”, w i t h o u t foot
and centrifugal brakes, also spur g e a re d Cargo W i n c h e s o f latest d e s i g n , wi t h this t y p e o f C o nt r o l.
P’or t h e Starters of s mal l er electric mo t or s with c on s t a n t s p e e d a r ec e nt i n v e n t i o n is " S C O T T ” ’s
DIRECT C U R R E N T "D IR E C T -O N ” SW IT C H IN G , W I T H O U T A N Y R E S IS T A N C E S ,
i n v o l v i n g c o ns i der a bl e s a v i ng in s pac e, w e i g h t a n d first cost . T h e c o m p l e t e Starter w e i g h s
22 lbs. only.
A . C . C A R G O W I N C H E S . G E N E R A T O R S , M O T O R S a n d C O N T R O L G E A R for S h i p s .
CAIRD & RAYNER, LTD.
LON DON
E V A P O R A T O R S for use with L i v e S t e a m , E x h a u s t St ea m or El ectr i ci t y.
F E E D W A T E R H E A T E R S of all T y p e s .
F E E D W A T E R F I L T E R S tor Pr e ssur e and Gr avi tati on U s e .
E X H A U S T STEAM OIL SEPA R AT O R S.
C O M P L E T E F R E S H W A T E R D I S T I L L I N G P L A N T for L a n d a n d M a r i n e U s e .
DONKIN & Co., LTD.
N E W C AST LE-on-TYN E
Hand,
St e a m,
All-El ectri c
( " D o nk i n - S c o t t ” ),
E l e c t r i c - Hy d r a u l i c
(Hele-Shaw),
Steam-Hydraulic
( He l e - Sh a w) and H a n d - H y d r a u l i c S T E E R I N G G E A R S , a n d v a r i o u s c o m b i n a t i o n s hereof .
Hydraulic T E L E M O T O R S .
R U D D E R C A R R I E R S , H y dr a u l i c R U D D E R B R A K E S .
W A T E R T I G H T D O O R S , o rd i n a r y t y p e and electrically o p e r a t e d ( " D o n k i n - I g r a n i c " ) .
S T E A M C A P S T A N S , E n g i n e - r o o m , D o c k and St e e ri ng T E L E G R A P H S .
lU» ÜiUil
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H
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U
* ®
-
” Thanks, Mercator, for having
shown us new territories!”
Thus, credit was given to Mercator, the famous
master whose maps marked the beginning o f that
unique craft: cartography, in the low countries.
Likewise, our Trade Intermediary Department
shows the path to new territories, both for
selling and buying, and will be glad to cooperate
in contacting foreign exporters and importers.
AMSTERDAMSCHE BAN K
INCASSO-BANK
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THE
„OSLOFJORD"
C O O K S
E L E C T R I C A L L Y
Advanced ideas in every feature of design naturally involved
!
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electric cooking. T o furnish the ranges and auxiliary equipment
T U R N IN G C U R R E N T IN T O HEAT
needed, the Norw egian Am erica L ine appointed B E H A - for
more than 30 years a pioneer in developing seaworthy cook­
ing and heating appliances for the w orld’s most efficient
merchant marine. On the strength of this new tribute to
Shown in the photograph are 20 B E H A
galley ranges o f the sectional u nit type,
grouped into tw o batteries. This order
also com prised 3 baking ovens, several
h o t plates and o th er special item s.
B E H A ’s traditional quality, w e invite enquiries on our various
products from international shipping circles. W e are in a
position to supply adequate electrical cooking and heating
equipment for ships of all sizes, types and trades. Please'
state your needs and w e shall be glad to send you suggestions
and descriptions o f our products together w ith our price list.
BEHA
ÏV
FABRIKKER■ PORSGRUNN
ESTABLISHED 1917
- NORWAY
HASTIE
GREENOCK.
E S TAB L I SHE D 1845.
THIS O U T S T A N D I N G SHIP IS FITTED WITH O U R
ELECTRIC HYDRAULIC STEERING GEAR
!
J O H N H A S T IE & C ° LI?
KI LBLAI N E N G I N E W O R K S
GREENOCK.
T E L E P H O N E Nos.
G R E E N O C K 2286-87-88
TELEG RAM S
" H A S T IE " G R E E N O C K
A Dutch ship’s crew spent the win­
ter
1 5 9 6 /1 5 9 7
on
the
island o f
N ova Zembla in the Arctic and came
through alive! Their food, kept in
Nature’s own frigidaire didn’t perish.
There are left no more new worlds
for the Dutch to discover but now
the descendants o f these daring pio­
neers are the builders of
R E F R IG E R A T IN G
AND
F R E E Z IN G
IN S T A L L A T IO N S
that are famous all over the world
for their excellent qualities.
The „Oslofjord” of „Den Norske Amerikalinje” is equipped with a complete re­
frigeration and cooling system for holds,
air conditioning and store rooms by
N.V. KON. MIJ. „DE SCHELDE”
V L IS S IN G E N
N.V. „LANDAAL-SCHELDE”
UTRECHT
m
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lor the „Oslofjord” too
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plywood in resin-glued quality and fire-resisting panels
B R U Y N Z E E L F IN E E R F A B R IE K v
Zaandam - Holland
Manufacturers of high quality plywood and blockboards for shipbuilding and other purposes
lib
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fire-resisting
panels in various
thicknesses and
constructions
N.V. BRONSWERK - AMSTERDAM
M a r i n e
v e n t i l a t i o n
d ep u
A m sterd am
R o tte rd a m
Flushing
D jak arta
Head-office: Amersfoort
The photographs on
the left side of
the page depict:
C
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m
f
o
r
t
1
9
5
Airconditioning equipment of
aluminium construction
0
A b ove (in the middle)
and right (to p ):
Details of piping installations
Right (bottom):
Switchboard airconditioning
For years to come the m.s. “Oslofjord”
will be the yardstick of seagoing comfort.The ventilation-and airconditioning
installation of this queen of the seas
displace about 385.000 cubic feet of
Furtherm ore
air per minute.
complete san itary pipin g , scuppers a n d soilpipes,
For this displacement 56 “ B R O N S ­
a ir- and sounding pipes
W E R K ” fans and 7.5 miles of air-
uishing- a n d smoke detecting installations. The
trunks are necessary for the construction
pipelines f o r these plan ts which are all la id behind
o f which 78.000 square feet of sheet
w alls, ceilings etc. have a total length o f no less
metal was used. These airtrunks together
than 22 miles a n d serve the connection f o r the
with the “B R O N SW E R K ” cooling-,
swim m ingpool, 55 bathing-tubs, 60 show erbaths,
heating- and humidifying units and the
560 washing-stands, 30 sinks, 180 JVC’s, 3 0u rin oirs,
M inneapolis H oneyw ell Brown R e­
“B R O N S W E R K ”
and
in stalled
the
C O 2 fire exting­
45 0 scuppers, 60 bunker-, bottom- a n d other tanks.
gulating apparatus create an installation
which make the
m.s. ’’OSLOFJORD” tie liner with the ideal climate
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”DE SCHELDE”
FLUSHI.\<;.HOLLAND
1 9 5 0
18 7 5
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F L A G S H IP
"OSLOFJORD"
REG. U.S. PAT. OFF.
F A B R IC S D IV iS IO M
Represented in the Netherlands by
J. P. WYERS
Industrie- en Handelsonderneming N.V.
Am sferdam -(Holland)
H O LLA N D IN S U L A T E D W IR E- AND C A B L E W O R K S LTD
(H O L L A N D S C H E D R A A D - E N K A B E L F A B R I E K )
AMSTERDAM-HOLLAND
»
FIREDANGER
has always been the very problem, especially in ship­
building.
O n e of the most important points to acquire a satisfac­
tory fire safety is an incombustible insulation.
After years of research in our laboratories a R O C K ­
W O O L insulation slab has been developed which com­
pletely answers the purpose.
C H A R A C T E R IS T IC S of the " L A P iN U S " R O C K W O O L
SLA B
1. Absolutely incombustible and high temperature re­
sistant up to 1600° F.
2. V e ry high insulation efficiency.
3. Pure mineral composition.
4. Verm in and moisture resistant.
5. No breaking down under service conditions.
6. Low weight.
7. Easy and labour saving application.
8. Sound insulating.
For futher information apply to the manufacturers of
L«. .PmUS'T
rockwoq U
ILArllMUo
ADIklllC D
f i r i f l A f fUUL
lfll
KULIvW
N.V. NEDERLANDSE STEENWOLFABRIEK • BIJLSTRAAT 1 • ROTTERDAM • HOLLAND
JM.S. O SLO FJO W
was launched on Esso
Launching Greases,
V '^ O L S N
,.M
a K a s .
* £/N/p
STANDARD AMERIKAANSCHE PETROLEUM GOMPAGNIE N.V. - ESSO-GEBOUW - T H E H AG UE
___________________________________________________________________________________
STEEL MASTS
AND DERRICKS
SEAMLESS AND WELDED
the derricks for the m-s “OSLOFJORD” have been delivered by
R H E I N I S C H E R Ö H R E N W E R K E A.G. at M Ü LH EIM -R U H R
Sole Agency:
N.V. NEDEXIMPO »an 1949, Vissersdam 5, Amsterdam-C, Phone 3 9 7 4 3
WIRE WEAVING COMPANY LTD.
DINXPERLO
(HOLLAND)
ALL SORTS OF
WOVEN WIRE
CLOTH AND SCREENING
IN ANY MESH A N D G A U G E A N D IN ALL METALS
D e gehele gecom bineerde warm te- en geluidsisolatie» brandisolatie en de isolatie
van salons en hutten van het
M.S. "OSLOFJORD”
is uitgevoerd door
N .V . R E F O R M
ISOLEERBEDRIJF
”I S O L A M
HILVERSUM
Specialiteiten: Isolatie volgens het gepatenteerde ’’Reform ” stop-systeem
G ecom bineerde warmte- en geluidsisolatie met hoge acoustische absorptie­
coëfficiënten. Ned. Octrooi
Alleenvertegenwoordigers voor H olland voor:
Isoflex, voor het isoleren van vries-, koel- en proviandkam ers, wanden,
dekken enz.
H et Gregson Rail Systeem voor de bekleding van de isolatie in vries- en
koelruimen, proviandkam ers, visruimen aan boord van traw lers enz. Met
dit systeem zijn in diverse landen Koel- en Vrieskamers bekleed met een
totale inhoud van m eer dan 6.500.000 cu.ft.
NADERE
INLICHTINGEN
EN
PROSPECTI
OP
AANVRAAG
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-JB m
m.s. “O slofjord”
ELECTRIC
DOCKING
ENGINE
ROOM
TELEGRAPHS
TELEGRAPHS
»
D I R E C T I O N T E L L - T A L E & REVOLUTI ON I N D I C A T O R S
(H A D B U R N S
(LIV ERPO O L) LTD.
AINTREE
- LIVERPOOL
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10 - E N G L A N D
Agents in Holland: Wm. C. Grootenhuis, P.O. Box 388, Rotterdam
Laundrymachine s
Contractors a.o.
to
m. s. „ O s l o f j o r d ”
PEIFFER
&
M E C H A N IC A L C H A IR F A C T O R Y
AND U PH O LSTERY
R o tte r d a m
-
t e l e p h o n e
26903
e supplied the Oslofjord with a great number
o f special chairs and easy-chairs
N .V . H A N D E L S V E N N O O T S C H A P
form erly H E N D R I K
VEDER
LTD.
ROTTERDAM-W
I J S E L S T R A A T 10
TEL. 31989/33489
For more than 100 years {he besfknown
suppliers in the field of
sail-m aking of all types,
com plete ships' riggings,
steel and wooden ta c k le blocks,
rope
and
steel
hawsers, flag-m aking, de­
signing
of special
flags
BAIL
VOOR
ELECTRICITEIT
HEEMAF
mmÜ
m k
CTii
MAR 1N E I NSU SLAT11 1 1
SOLE C O N TR A C TO R S FOR H O L L A N D
AMSTERDAM
C
P R IN S H E N D R IK K A D E 143, TEL. 4 1 9 2 5
fill
ROTTERDAM
O O S T K O U S D IJK 8, TEL. 3 0 9 7 5
N.V. Staaidraadkabel- en Herculestouwfabriek
voorheen J. C. den Haan
G O R IN C H E M -(H O LL A N D )
*
M a n u f a c t u r e r s
o f
al l
k i n d s
o f
STEEL W IR E ROPES
FOR SHIPS, CRANES, ELEVATORS, MINES ETC.
IN EVERY CONSTRUCTION, LENGTH AND SIZE
O rig in al
Patentee of the w o rld-know n
“ H erculestouw "
(M a rlin e clad rope)
M.S. “OSLOFJORD” EQUIPPED WITH ROPE OF OL’R FACTORY
FERROMET”
Metallurgical Products, Czechoslovak Export and Import Com pany Ltd.
PRAGUE.
VITKOVICE’S
Boilermaterial
STEEL
CASTINGS & F O R G IN G S
O f first cl as s
quality and
Q f e v e r y d e sc r i p t i o n .
workmanship.
Supply - Works:
VITKOVICE ST E E L W O R K S
&
SKODA W O R K S
Also for the S T O R K main-diesel-engines
of m.s. "O SL O F JO R D "
the Vitkoviee Steelworks supplied the C R A N K S H A F T 'S .
S o l e A g e n t s for t h e N e t h e r l a n d s :
G RBRS. K AM N.V. - Atlantic-Huis - W estplein'2b - R O T T E R D A M
L.****"*
" "
|M, M« ««*«* »*
JtM tm m
mm hmihmhh»
iM riilfi
■ lil» « «
«kar
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.
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ijk t
m
„O S L O F JO R D
holds abt. 10.000 m2
W h e r e v e r o n ly t h e very best m a t e ­
rials will d o ,
this
b e a u t if u l
and
d u r a b l e f l o o r - c o v e r i n g is p r e f e r r e d .
K R O M M E N I E
xxn
—
H O L L A N D
AGENTS FOR HOLLAND:
WB.DIEPEVEEN&Co. n .v .
ROTTERDAM
---------
AMSTERDAM
N.V.V/H
BAKKER & Co.
MACHINEFABRIEK
ELECTRO
STAALGIETERIJ
R I D D E R K E R K (HOLLAND)
SCHEEPSBOUWPERS
W
m
S
W E R E H O N O U R E D TO EQ UIP T H E
M .S. “O S L O F J O R D " W IT H BO TH
MATTRESSES and BED-SETTEES
TH IS -
-
V E SSE L
T H ER E FO R E
JOINS T H E
L ONG
LIST OF
LU X U R Y LIN ERS
EQUIPPED WITH T H E
WORLD’S BEST BEDDING
SU PPLIED B Y :
VI-SPRIIVG PRODUCTS Ltd.
WILLESDEN JUNCTION,
LONDON
T E L E P H O N E S: EL G A R 5922 - 4 L IN E S
N . W . 10
D e \e d e rla n d se h e scheepsbouw
b evestig t h a a r roem
I k firma Pander mocht daar­
toe bij de inrichting van dk
prachtige schip in ruime mate
het hare bijdragen.
O EN H A A G . A M S T E R D A M . R O T T ER D A M
ftoSI*'
”0
Ct°-‘
^ ; s » te»*\
\
A
»W
O1
l®‘
4// isolation in the engineroom of the M,S,
„Oslofjord" ivfls made by us»
Therefore this is our testimonial to o t
»■»*
V* A1
Isolation against loss o f heat and cold.
Sound• and vibration-proofing,
Boiler-brickwork.
V I E R H A V E N S S T R . 9 9 , R O T T E R D A M , (TEL: 37491-31938) • RECHTBOOMSLOOT 22, A M S T E R D A M
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P U n i-s p a c e SOChOÖÖ s q u a r e f e e t
A e ria l p h o to g r a p h K A , M.
A a
Be
W O L L E N D E K E N F A B R I
W 0 LLE N ST 0 F F E N
T I L B U R G
E K E N
•
H O L L A N D
jc j& d ïT u < J tu ja c ü iiiM b ö j '
WOOLLEN
Suppliers
of
the
Royal
BLANKETS, ï l A N N E L S
IN H O L L A N D ■
Dutch
Navy
and
all
leading
AND
.
FA BR I < S
Shipping
Companies
in
Holland
STAIRCASE R A IL IN G
IN T H E 1st CLASS D I N I N G ROOM
(manufactured
,D
am N . V., o f Amsterdam)
byH .
fr o m
„ W E L D A N K A ” S T A I N L E S S S T E E L BARS OF T H E
BROWN, BAYLEY’S S TE EL WORKS LTD. SHEFFIELD
Agents for H olland of Brown, Bay ley’s Steel Works , Ltd.
W. B E R N E T & CO. N.V.
G R A S W E G 39-40, A M S T E R D A M - N
TELE PHO NE 60841
Stainless Steels
,
Alloy Steels,
Carbon Steels
Van der H orst Porus K rom e guarantees
a perfect running surface and reduces
cylinder wear to 2 0 -3 0 % com pared w ith
norm al wear o f cast iron liners and
50% in the case o f hardened liners.
„LEMET CHROM IUM ". H.VAN OER HORST,N.V. . HILVERSUM-HOLLAND
P O R U S-K R O M E
Bauduin
and o f course chrome hardened liners.
M.S.
OSLOFJORD
O F TH E
N O R W E G I A N AMERICA LINE
SCTUP & WF'.RF — SHIP & YARD
I ’U I U .I S M E R S W Y T - R O T T E R D A M
/..)// tuii'H skal i acre Oslo fio rd nnta held <>%
lykkv folee din paa hat ere.
( Y o n r na m e shall he Oslo fio r d ; m a y lu ck
an d happiness f o llo w y on on the seven seas.)
'
**
■
;
Oslofjord” of the Norwegian America Line.
;
'S
.:C-;
HISTORY OF THE NORWEGIAN AMERICA LINE
T he idea o f fo rm ing a national com ­
pan y fo r th e sea tra ffic between N orw ay
and A m erica dates back to the old days
of considerable N orw egian em igration
to Am erica. This em igration varied
fro m a few thousand in the 1840’s to
m ore th a n 28,000 in 1881, arid was still
considerable up to and including 1929,
when m ore th an 8000 people em igrated.
A fte r 1930 the em igration came to an
almost com plete standstill as a result of
the A m erican im m ig ratio n . restrictions.
A p a rt fro m a period from 1871 to
1876 w hen a short-lived Bergen com­
pany, T he N orw egian A m erican Steam­
ship Line, had its share of the traffic,
only foreign lines carried the bulk of
N orw egian em igrants across the ocean.
In 1879 the Thingvalla Line (w hich was
later absorbed by the D anish U nited
Steamship C om pany) was form ed in
Copenhagen and m aintained regular sail­
ings betw een Scandinavia and America.
A lthough th e w ork tow ards form ing
a N orw egian A m erica Line had con­
tinued fo r m any years, it was only after
the dissolution o f the union between
Sweden and N o rw ay in 1905 th a t the
project really w ent ahead. T he financial
side o f the m atter could n o t be solved
w ith o u t th e aid of A m erican capital, and
it dem onstrated th a t the Am ericans of
N orw egian descent, by their enthusiastic
support to th e enterprise, w arm ly wel­
comed th e service.
The N orw egian A m erica Line was
form ed at a General M eeting on A ugust
27th, 1910, held at Christiania, now
called Oslo and after the original Board
of D irectors had placed their offices at
the disposal of a General M eeting on
February 15 th , 1911, the following
Board o f D irectors was elected:
C ath. Bang, C hairm an,
Joh. Ludw . M owinckel, Vice C hairm an,
Sigval Bergesen,
F. L. Konow,
T h o r Thoresen,
Rich. W ith .
A t the same tim eM r. G ustavH enriksen
tyas appointed General M anager o f the
C om pany, w ith, M r. A n d r. Johnsen jr.
as A ssistant M anager.
In N ovem ber 1911 a co n tract for the
construction o f the Line’s first passenger
ship was signed w ith the B ritish ship­
y ard Camell Laird & Co. L td at B irken­
head on the Mersey, and in Decem ber
of th a t year a second co n tract was signed
for the construction o f a sister ship.
In June 1913 the N orw egian America
Line opened its service w ith the sailing
of the K ristianiafjord fro m Oslo (then
C hristiania) on Ju ne 4th, and from
Bergen Ju n e 7 th fo r N ew Y ork. His
M ajesty th e K ing and the N orw egian
G overnm ent were the guests of the Line
on the trip round the coast from Oslo
to Bergen, and altogether the start of
the Line was followed w ith great in ­
terest and enthusiasm. In October 1913
the K ristianiafjord was joined by the
Bergensfjord.
W hen the first W orld W ar broke out
about a year after the start of the N o r­
wegian .A m erica Line’s operations, the
C om pany was faced w ith great diffi­
culties. I t proved, however, th at neutral
shipping between the U nited States and
N orw ay was o f vital im portance not
only to N o rw ay b u t also to the bellig-
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Mr. Hans H endriksen.
erents, notably the Allies, and thè pass­
enger service between Bergen and N ew
Y ork became one o f the most im portant
lines of com m unication in the world. It
goes w ithout saying th a t the Line’s oper­
ations were o f param ount im portance
for the supplies which N orw ay herself
needed fro m across the Atlantic.
W hen G erm any launched her unre­
stricted U -b o a t w arfare in 1917, which
was followed shortly after by the en­
trance of the U nited States into the war,
both the K ristianiafjord and the Ber­
gensfjord were compelled to make two
trips each as-“cargo liners” until the A l­
lies perm itted the resum ption o f passen­
ger tra ffic after it had become clear th at
it was hard to do w ithout neutral ships
w hich proceeded outside convoys, and
w ithout fear o f U-boats.
By A ugust and September 1914 the
Line had chartered as m any as 11 cargo
vessels to carry supplies from America
to N orw ay, and the total quantity of
cargo shipped in Norw egian America
Line vessels during 1914 exceeded 100,000
tons. In the course o f 1914 th e C om ­
pany purchased three cargo ships each
of 7500 tons, plus a smaller vessel in ­
tended for the coastal trade covering the
ports north o f Bergen. T he tonnage was
increased in 1915 by the purchase of
three large cargo vessels together w ith a
small coaster for the local tra ffic in the
Kristiania fjord.
In January 1915 th e Line had signed
a contract w ith Camell L aird & Co. L td
for the construction o f a th ird passenger
liner, which was to have been delivered
in 1917. However, developments in the
war compelled the British G overnm ent
to cancel the contract, b u t it was re­
instated after the Kristianiafjord was
lost at Cape Race, N ew fo u n d lan d in
July 1917. The Line’s th ird passenger
vessel, which was christened Stavangerfjord, entered th e service, d u rin g the
second half of 1918.
D uring the period follow ing th e first
W orld W ar the cargo liner tonnage of
the N.A.L. was gradually increased as
the necessity arose, and the Line also
commenced calling at C anadian ports
both for passengers and cargo.
From the inception of the Line in 1913
until the outbreak of the second W orld
W ar, the total num ber of W estbound
passengers exceeded 236,000 people,
while the num ber of E astbound passen­
gers during the same period was more
than 182,000. As a result of th e em i­
gration from N orw ay the n um ber of
passengers W estbound was greater than
th at Eastbound up to 1930; since th a t
time the position became reversed fo l­
lowing the depression in the U nited
States and the consequent tig h ten in g of
immigration rules. T o d ay the operation
of the Com pany’s passenger services is
based not so m uch upon a flow o f emi­
grants, as upon those N orw egian-A m ericans of second, th ird and fo u rth gener­
ation who visit N o rw ay w ith a desire
to see the country o f origin o f their
forebears.
As regards the cargo vessels, th e Eastbound tra ffic has been, and obviously is,
the most im portant, and during the
period from 1914, up to and including
1939, the total am ount of cargo carried
from the U.S.A. and C anada to N orw ay
was approxim ately 4,200,000 tons, while
the corresponding W estbound q u an tity
of cargo was about 1,200,000 tons.
In 1920 the N .A .L . purchased the
Scandinavian East A frica Line w hich had
been started in 1912 and w hich has
grown to become a Line of considerable
importance. The service is m aintained
today by 10 vessels plying betw een ports
in Scandinavia and on th e C ontinent,
and East A frica/M adagascar.
In 1937 the Board of D irectors of the
N .A .L. decided to contract fo r a new
passenger liner — it was the fo u rth —
which was delivered from the Deschimag
Yard at Bremen in 193 8 and was given
the name Oslofjord. T he new vessel
which has been built by the N e th erlan d
Dock & Shipbuilding Co. is the N .A .L .’s
fifth passenger liner, and the second ship
carrying the name O slofjord. A t the
outbreak o fW o rld W ar II the C om pany’s
fleet including the East A frica Line con­
sisted of three passenger ships aggre­
gating 42,844 gross register tons and
thirteen cargo ships totalling 87,541 d.w.
tons. U n fo rtu n ately the Line suffered
severe losses during the w ar and perhaps
the hardest to bear was the loss o f the
Oslofjord which was m ined o ff T y n e ­
m outh on the N o rth East coast of E n g ­
land in December 1940.
A t the end of the w ar the fleet was
reduced to tw o passenger liners: Stavangerfjord and Bergensfjord and eight
cargo vessels. The Bergensfjord has sub­
sequently been sold, while tw o new cargo
liners have been delivered from the
Lindholmen Y ard in G othenburg. In
addition to the Stavangerfjord the Line’s
tonnage today comprises 11 vessels to ta l­
ling 73,376 d.w. tons. A t the same tim e
it should be added th a t the cargo services
today cannot be m aintained w ithout the
aid of chartered tonnage u n til such tim e
as new buildings are contracted for and
delivered.
The m anagem ent o f th e N .A .L. has
shown a quite unusual continuity. M r.
G ustav H enriksen was M anaging D i­
rector fro m the sta rt of th e Line u n til
his death in 1939, when th e position was
assumed by the form er Assistant M an­
ager, M r. A n d r. Johnsen jr. who retired
on Ju ly 1st, 1948, and was succeeded by
the present M anager, M r. H ans C hr.
H enriksen. D u rin g those years the Board
o f D irectors was very nearly perm anent.
T he present B oard o f D irectors consists
o f||L e if H oegh, C hairm an,
Eilif Bang, Vice C hairm an,
H ans H alvorsen,
Carl Boyesen,
H a lf dan K uhnle jr.,
T o r Skjonsberg.
T he Line is represented in America by
the N orw egian Am erica Line Agency
Inc.. N e w Y ork, w hich was form ed in
1920. M r. M agnus Swenson, the wellk n ow n N orw egian-A m erican, was ap­
pointed President and held this office
Fig. A. Hcad-offices of the Norwegian America Line, Oslo,
un til his death in 193 6. H e was succeeded
by M r. Peter Berge afte r whose death in
1946 the position as President was as­
sum ed by Com m ander Georg U nger
Vetlesen, while Mr. C hristian J. M ohn
was appointed Vice President and Gene­
ral M anager. T he N orw egian A m erica
Line A gency Inc. has bran ch offices in
Chicago and Minneapolis, and general
agencies in San Francisco, Seattle and
M ontreal.
In connection w ith the happy con­
tin u ity in the m anagem ent, M r. C. J.
H am bro gives the follow ing pen picture
of the C om pany in his book published
in honour of the Line’s 2 5th anniversary
in 193 5:
“There has been som ething alm ost
symbolic in this co ntinuity. T he
N orw egian Am erica Line is n o t o n ­
ly a stockholding com pany founded
25 years ago. I t is the continuation
and consum m ation o f all those u n ­
dertakings w hich were attem p ted
or w hich represented th e cherished
aim of more th an 60 years; it is the
old em igration to A m erica m ade into
national gain and n o t loss, in to u n i­
fication and n o t dispersion o f o u r
ow n race.”
Fig. B. East Yard w ith “Odofjord” on berth V on the left.
HISTORY OF THE NETHERLANDS DOCK AND SHIPBUILDING COMPANY
“A m sterdam ” is one of the old m er­
chant towns of Europe and has been a
shipping and shipbuilding centre through
the centuries.
In the seventeenth and eighteenth
century the D utch East India Company,
the biggest trading unit of those times,
possessed extensive stock yards, ware­
houses and offices in Am sterdam and
also a yard for the building of ships.
O n the spot where th at yard was
situated, the original yard of the N e th ­
erlands Shipbuilding Com pany was
founded in 1894. Daniël Goedkoop, a
master in the art of shipbuilding became
the Managing Director and under his
guidance the yard flourished and devel­
oped into one of the biggest of the
Netherlands, building all types of vessels.
In 1927 the yard was removed from
the old town and got spacious sidings on
the northern bank of the river IJ.
The original company is now one of
the two partners of the new firm “The
Netherlands Dock and Shipbuilding
Com pany” which was founded in 1946
by amalgamation w ith the Netherlands
Graving Dock Com pany which was
founded in 1920 and had made a rapid
grow th to a big yard for repair-work,
engine-building and shipbuilding.
The new company has its premises at
a distance of about two miles from the
Central Station on the north side of the
river and has a w aterfront of more than
1000 yards; 4500 people are employed
in repairing and building of ships and
engines. It possesses three graving docks;
the largest having a capacity for vessels
up to 30,000 tons; and eight building
berths, the largest being 800 feet long,
with the capacity for being lengthened
to 1000 feet.
Ships of all types have been built;
among them passenger-liners for the East
Indian trade, the famous liner “Oranje”
being one of them, and for different
other routes for D utch owners as well as
for other nations. Vessels have been built
for N orw ay and also for Great Britain
and Russia. For the Royal Netherlands
Navy various craft have been built; the
last ships delivered before World W ar II
were the tw o light-cruisers Tram p and
Heemskerk, which both survived the
war after a gallant career. The yards
sustained heavy damage in the war.
D uring the battle of Arnhem in Sep­
tember 1944 the Germans blocked the
harbours of Holland and destroyed quays
and equipment in a vain effort to escape
their ultimate defeat.
The Amsterdam yards got their spe­
cial attention and it took them five days
to blast all dock gates, pumps, cranes,
heavy machinery, transform ers and
power-stations by dynamite.
During the winter and spring certain
German formations were commissioned
to seize all usable stores from the yards
and transport them to Germany to
sustain their failing economy. A t the
same time special squads formed by men
of the yard were frustating those efforts
and managed to hide a quantity of
material, which would be needed mostly
for restoring the works afterwards.
When the war was over the yards had
to be rebuilt before ships could be con­
structed, docked and repaired. But work
was taken in hand energetically and by
September 10th, 1945 the first ships
were placed in the dry-docks and repair
work was started.
The yard for new construction was re­
designed in such a way, th at electric
welding could be performed and handling
of big sections could be done to a great
extent with a minimum of effort.
During the rebuilding of the yard
various orders were booked, amongst
them several for Norwegian Owners.
The first vessels which were built were
two tugs and six fishing boats, which
did not need heavy cranes to erect, fol­
lowed by four passenger and cargo ves­
sels for the Royal Packet Navigation
Company (K.P.M.) of Amsterdam,
which all four were built at the same
time on the biggest berth No. 5, as that
berth was the first that had been re­
constructed.
On the same berth, after the launch­
ing of these vessels the keel was laid for
the new passenger ship for the Norwegian
America Line in March 1948.
N ow that the reconstruction work has
been completed the company is busily
engaged in the building of new ships and
diesel engines and in repairing vessels
and engines of every type.
DESIGN AND TANK TESTS
When World War II ended the N or­
wegian America Line’s passenger fleet
was badly in need of replacement and
enlargement.
The company’s modern ship the O slof jo rd , built in Germany and delivered in
1939, struck a mine off the British East
Coast within twelve months and was
lost. W ith two 13 knots steamships built
in the twenties, one of which was due
to be sold in a short time, it was not
possible to sustain the service and to
maintain her position in the passenger
traffic between Scandinavia and the
United States of America.
During the war the staff of the Line
started making plans for a new ship.
They scrutinized the passenger statistics
and discussed the role of the air traffic
to find out the size of the new ship.
A fter thorough consideration of all
factors they decided upon a new vessel
for about 500 to 5 50 passengers and a
speed of 19 knots. In 1945 the plans
showed a ship with an exterior quite
different from the conventional type
and an interior differing completely
from anything the Line had previously
built.
For the propulsive plant a diesel in ­
stallation was chosen instead of turbines,
on account of various advantages such
as manoeuvrability and low fuel con­
sumption.
As the ship calls at Kristiansand, Sta­
vanger and Bergen on her route between
Oslo and New York and has to navigate
through the narrow fjords, manoeuv­
rability was of great importance.
The ship was planned to be a two
class ship, with a small cabin class and a
larger tourist class. The latter should be
in quality something between the form er
second and third class but in the end it
became almost of the quality of the
former second class.
The carrying of freight in this type
of ships is not of major importance and
in the design all spaces available are used
as passenger accommodation and for
engines, fuel, water and provisions; the
remaining holds and decks are used for
cargo with accommodation for cars in
the tweendecks.
A difficult feature in the design of
passenger vessels with small cargo capac­
ity is the stability and the large d iffer­
ence in height of the centre of gravity
between the loaded condition, with all
tanks filled, and the em pty condition at
the end of the trip when fuel, water and
provisions are reduced.
The most simple way to cope with,
this difficulty has been the installing of
fixed ballast, 500 tons being permanently
in place. When time in harbour is avail­
able and freight abundant this ballast
can be dispensed with.
The engines consist of two Stork Diesel
motors. These m otors had to be o f re­
stricted over-all height, as over the
engine room the decks were designed to
be used for tw o dining saloons and be­
tween them the various pantries. T o get
sufficient space for a travelling crane
for the handling o f pistons it was also
necessary to keep the motors as low as
possible. This was accomplished with
direct drive, w ithout the use of gearings
by deviating to a small extent from the
usual construction of the Stork Double
A cting T w o Stroke Engines.
The power for a speed of 2 1 knots on
the trials, as required by the designers,
could be procured with tw o seven cylin­
der engines, with a stroke of 1150 mm
instead of the usual 1200 mm and with
a tro u g h -fo rm bedplate instead of the
usual flat one to restrict height.
The scavenging pum ps had to be
separately driven and so it became
possible to arrange the complete propul­
sive engine installation in one single en­
gine room.
T o exchange parts w ithout hoisting
them through the whole ship a spacious
alleyway was arranged with tw o big o u t­
side doors in the shell on the lowest deck
above the waterline in order to corre­
spond with the quay at Oslo. These
doors and alley way are used as well for
loading provisions in the cooled and dry
provision rooms by means of a lift with
a capacity of 800 kg. All access doors to
this alleyway had to he constructed to
be w atertight.
The ship finally completed for a speed
of 20 knots and 635 passengers. The
dimensions o f the ship as well as the
constructional details are clearly shown
on the plans and a long description in
words does not seem necessary.
The tank tests took place in the Wageningen Experimental Tank.
The first model was carried out with
V shaped sections in the fore part and
the second w ith moderately U shaped
sections.
The second model showed 4,5% less
resistance as compared with the first on
a speed of 19 knots and 3,6% on 21
knots.
The latter form was finally chosen as
it was cons:dered th at the rather vertical
form of the forw ard sections and the
slower rise in displacement in heavy sea
from a ft would have no troublesome
pitching effect.
To find the most favourable form o f
the two bossings five different models
were tested. The best form showed an
angle of 36 ' w ith the water level and
had asymétrie aft portions.
It did not show the lowest resistance
(11,5% ) but the best propulsive co­
efficient. T h e relatively high resistance
of the bossings are a consequence o f the
sharp lines o f the vessel.
Finally the direction and place o f the
bilge keels were tested out.
The screw propellers are also designed
by the Wageningen T ank and tested in
the cavitation tunnel. The diameter is
5,10 m, the constant pitch is 5,10 m ,
the number of blades three, the developed
blade area ratio is 0,454, the energy de­
livered by the motors 8175 bhp and the
number of revolutions 130.
The tank tests were perform ed with a
model equivalent to a ship with a draught
of 8,05 m, a displacement of 16184 nT
without bossings, a block coefficient of
0,575, a midship section coefficient of
0,968 and a load waterline coëfficiënt
of 0,73, the centre of buoyancy included
bossings 1,5% of the ship’s length aft of
midships.
SOME GENERAL PARTICULARS ABOUT THE SHIP
The ship is constructed w ith a double
bottom and nine decks, three of which
are in the superstructure. N ine w ater­
tig h t bulkheads divide the hull into 10
com partm ents.
T he profile shows a graciously curved
raked stem, a flush fore deck w ith ample
sheer, a streamlined bridge fro n t closing
the fore part of the superstructures. The
decks above the weather deck extending
aft are shortened at regular intervals, a
cruiser stern overhanging the ship 32
feet, tw o masts and one streamlined
funnel.
There is a small “tum ble home”, the
promenade deck overhangs the ship’s
sides about six inches. The hull has been
electrically welded to a great extent.
Double bottom top, floors and keelsons
are connected by welding; bulkheads
and decks are wholly welded, frames arc
welded to the side plating, seams of ou t­
side plating are riveted, butts are welded,
bottom frames connecting angles, string­
er angle in main deck, beam knees to
frames and superstructure separation
bulkheads are riveted. Bulkheads are
mostly corrugated.
Funnel, navigation bridge, deckhouses
on upper sun deck have been constructed
of alum inium alloy. The double bottom
is used for the storage o f fresh water,
water ballast, cooling water and lubric­
ating drain oil. Oil fuel is carried in
tunnel tanks anti oil fuel lubricating oil
in tanks on double bottom forward of
engine room. The peak tanks and deep
tanks in No. 3 H old are used for fresh
water or w ater ballast.
Cargo is carried in No. 1,2 and 3 Holds
on double bottom , E deck and D deck,
motorcars on D deck in No. 3 Hold.
Cargo in N o. 5 Hold on D deck, re-
frigerated cargo on D deck in N o. 4
Hold.
Tourist class accommodation is on A,
B and C deck aft, cabin class on sun deck
and A and B deck midships, crew's ac­
commodation is in the fore ship on A, B
and on C deck midships too. O fficers’
accommodation is in upper sun deck.
Principal Dimensions
Length over all
175,866 m
Length between perpendiculars
157,833 „
21,590 „
Breadth moulded .....................................
D epth till maindeck (Promenade deck)
11,429 „
D raught on Summer free boards mark
8,105 „
Displacement on Summer free board
16840
ton
Gross t o n n a g e .......................................... 16844,11 Reg. tons
N e tt tonnage
9305,74
„ „
Deadweight
6000
ton
Bale cargo capacity (inch 9900 cb. ft.
refrig, cargo)
5456
nT
tanks: freshwater
1200,5
feedwater
76,4
„
106,0
„
lubricating oil
106,0
„
lubricating oil drain
bailer oil ...................................
148,5
„
fuel oil
1488,4
„
waterballast
1038,4
„
3 5,5
„
cooling water d r a i n .................
Service s p e e d .................................
20
knots
Cabin class passengers............................ 266
Tourist class passengers ........................ 359
C r e w ............................................................ 283
577’~0"
518-0"
72'-0"
31'-6"
2 6 '-7 .1 /8 "
16575 ton
5905 ton
19265 5 cb.
42390 cb.
2698 „
3743 „
3743 „
5244 „
52555 „
36666 „
125 „
ft.
ft.
1*
3*
)!
It
D ining saloons are situated on B deck,
public spaces on prom enade deck and
sun deck forw ard. O pen deck spaces are
on the a ft ends of sports deck, u pper
sun deck, sun deck and prom enade deck
over the fu ll w idth of th e vessel and
along the sides on prom enade deck and
sun deck, o f which those on th e prom e­
nade deck are totally enclosed. T h e fore
p art o f the prom enade deck is fitte d o u t
as a W in ter G arden w ith an elevated
floor in order th a t passengers w hen sitting
in a chair, m ay look o u t over th e sea.
A swim m ing pool w ith gym nasium
and bathroom s are fitte d on D deck and
a removable alum inium sw im m ing pool
can be placed in hatchw ay "No. 5 on the
prom enade deck.
T he galley is on C deck m idships, as
well as the various spaces o f th e catering
departm ent, on D deck dry-provision
rooms and cooled fru it room , th e o th e r
cooled provision space is on D deck a ft
of the engine room.
Pantries are between to u rist class and
cabin class, dining rooms on B deck,
service pantries are arranged in other
places where convenient.
H an d lin g o f cargo is perform ed by
fo u r electric cranes on the fore deck
and fo u r winches w ith derricks on the
fore m ast, and by fo u r winches and
Fig. 1. Keel plate is being laid.
derricks on Samson posts aft. There are
tw o passenger lifts, one lift fo r engineers
fro m engine room to upper sun deck,
one goods lif t fo r th e provision stores,
and fo u r food lifts.
T en life boats are carried along th e
sport deck, tw o o f w hich are m o to r­
boats, all m ade o f alum inium alloy.
BUILDING, LAUNCHING AND FITTING OUT
On the berth
T he co n tract was signed on 1st M ay
1946 and im m ediately m uch w o rk was
p u t in h an d in the D raw ing O ffice.
Fig. 2. First side section is hoisted in place.
T h e order fo r the steel was placed
w ith Belgian mills a few days a fte r th e
building c o n tra c t was signed, b u t ow ing
to th e heavy com m itm ents o f th e mills
it was m ore th a n a year later before the
stell began to arrive a t th e Y ard. W ith
th a t first supply o f steel, w ork in the
shop started in A u g u st 1947, b u t i t was
n o t u n til 1st M arch 1948 th a t th e keel
could be laid. O n th a t day the follow ing
sections were ready fo r erection: A ll
double bottom sections, the outside p lat­
in g up to the K -strake w ith th e fram es,
and various foundations in th e engine
room .
In order to obtain th e m ost favourable
lines for the vessel’s speed, ta n k tests
were carried o u t in th e W ageningen
E xperim ental T an k . A fte r the fix ation
o f th e lines the h a lf m odel could be made
fo r th e arrangem ents o f fram es and
plates on the outside o f th e ship. Q uite
a lo t of prelim inary draw ings o f the
steel construction were m ade to enable
th e Purchasing D e p artm en t at the Yards
to b u y the m aterial.
T he construction was carried o u t on
b erth N r. 5, the largest and longest b erth
in the Y ard, o f 800 feet len g th , so there
was ample space fo r th e ship. M aterial
was handled by fo u r trav ellin g tow er
cranes, tw o of th em w ith a capacity o f
tw e n ty tons, the o th er tw o o f fifteen
tons. In com bination th e cranes could
and the available height of the hoisting
gear it was necessary to partly leave
open the uppermost decks of the superstr ucture.
In order to keep to the building sche­
dule the ship had to be launched im­
mediately the engines were ready. Well
in advance the date was fixed on the 2nd
April and this date was maintained.
At the day of the launch the state of
the construction was as follows:
All steelwork ready up to Sundeck
and partition bulkheads and side plating
to upper Sundeck, ail tanks and bunkers
tested, woodwork and fitting out of cab­
ins, toilets and alleyways on G-deek in
progress, various apparatus in galley,
pantries, laundry in place. Semtex floorcovering on B-deck nearly finished,
woodwork started. O n A-deck pipe fit­
ting work in progress and woodwork
lined up.
Fig. 3. Building up the ship's sides.
erect every prefabricated section, the
heaviest o f these weighing 3 5 tons.
The bottom was laid out plate by
plate; as the scams had to be riveted and
the butts welded, section building for
this part o f the ship was not practicable.
O n the bottom the double bottom was
built in 29 sections, weighing from 18 to
3 5 tons. Each section was prefabricated
on the welding floors in the platers’ shed
and then transported to the building
berth.
O n top o f the double bottom the
lower bulkheads were erected up to
E-deck. Then the lower shell plates were
put in place. O n top o f the bulkheads
the E-deck was built in sections. The
sequence from then on was: bulkheads
on E-deck, D-deck in sections, the shell
in sections for the midship portion, and
the shell in single plates fore and aft,
the higher decks, bulkheads and shell
plating along higher decks.
On O ctober 15th the C-deek was laid
from fore to aft and the shell plating
fitted up to this deck.
O n January 15 th 1949 the A-deck
was laid over the full length of the ship,
the stern section was ready fo r m ounting
on board, the under part o f the stem
with adjacent shell plating was in place.
O n this date the yard started with the
o u tfittin g of the hull. The first work
was done in the refrigerating chambers
and the preliminary work for pipe fit­
ting and cable runs was commenced.
in the following m onth auxiliary en­
gines and dynamos were placed in the
ship. To do this work the heavy engines
were transported by means of greased
skids through an opening in the side on
S.B. This opening was used at the same
time by the workers as the entrance to
the interior of the ship.
In the meantime the main diesel en­
gines had run their testbed trials at
Stork’s in Hengefo and were dismantled
for transportation by barge over the
canals to Amsterdam. The weight of the
various parts of these engines was too
great for the cranes over the building
berth and they could only be lifted by
the yard’s 150 ton floating crane. In
consequence of the height of these parts
Fig. 4. Hull plated.
The launching
In Holland, and particularly in A m ­
sterdam, most ships, even the largest
ones, are launched in an unusual way, as
distinct from shipbuilding practice else­
where. This method has its merits. The
support of the ship along her centre line
is exactly the way they support a ship in dry dock and the construction of the
centre keelson and the fore and aft part,
including stem and stern is such as to
enable it to rest on its keel when placed
in dry-docking. The stem can easily
stand the big upward pressure during
the period of launching when the ship is
starting to float. The skids need no
intricate poppets to hold the weight of
the ship as is the case in a tw6-way
launch. Perhaps it may be called a draw­
Fig. 5. Bow view w ith pipe staging.
back that the heavy skids and ways,
made of heavy timbers, have to be put in
place after the keel blocks are removed,
a work that.only can be done with very
great care and part after part. O f course
tw o lighter sideways have to be put up
for the small skids th at keep the ship in
balance.
Also for the O slofjord this method
was chosen. The supported length was
475 feet, the breadth of the skids was
4 - 7 ”, the mean pressure on the way,
with a launching weight o f 6430 tons,
was 2,95 ton per square foot. As the
river IJ is a part of the big dock harbour
of Am sterdam , closed o ff from the sea
by the big gates of the IJm uiden locks,
there are no tides or tidal currents and
the water level can be regulated by the
harbour authorities. As a consequence it
is possible to choose the launching time
when it best suits the builder.
The berth is a concrete structure, the
slope of the floor 5 to 100. The lower
p art o f the floor is 11 feet below the
norm al w ater level of the IJ and the
lower part is closed by a lock gate, so
keeping the building floor always dry.
O n the launching day this gate is
removed and the water flows over the
berth to a desired height. The ship is
held by one trigger, placed about half
way up the cradle and resting against
steel castings in the fixed way and the
slipway. The trigger consists of two
heavy steel shores which are placed end
to end w ith a small angle downward.
U nder the spot where the tw o shores
meet a th ird vertical shore is placed on a
pair o f wedges. W hen the sign is given,
one o f the wedges is knocked out by a
powerful blow, the vertical shore drops,
the tw o locking shores fall and the ship
is free to move.
A hydraulic ram against the fore part
of the slipway was put in place to give
the ship a push in case it should not
move, b u t it was not necessary to employ
this device.
A bout one ton of Penola Basekote 31
was used to grease the ways and over this
material a quantity of less than one ton
o f Penola Slipkote 3 was applied. These
greases exclusively have been used in this
yard for every launching since the war
and have given entire satisfaction.
The launching ceremony was per­
formed by H .R .H . Princess M artha of
N orw ay, who came to H olland accom­
panied by the C row n Prince, who was
also present on the occasion.
The day of April 2nd of 1949 was a
beautiful sunny spring day. The yard
was packed w ith more than 20,000 visit­
ors. Prom ptly at 3 p.m. the Princess
brought the ham m er down on the knob
of a small guillotine and a few moments
later the ship began to move, the speed
quickened and 37 seconds later the ship
was free of her berth and took the water
to the sound of the boatwhistles, the
cheering of the crowd, and the tunes of
Fig: 6. Bow lieu on launching day.
National Anthems from the military
band.
Fitting out
Immediately after the launching the
cradle was taken from under the ship
and the ship was moored along the fit­
ting out pier. The pier, on which two
travelling towercranes are running of
7Ve tons capacity and a jib of 140 feet,
is a concrete structure protruding 700
feet into the river IJ. In four channels
covered by plates all the way along the
pier the pipelines for compressed air and
for water and the rails for electricity are
laid out and on every point it. is possible
to apply the ship.
It being the intention o f the builders
to comply with the Owners’ wishes to
have the ship ready in time to enable
them to have her make a round trip to
New York before Christmas 1949, it
was vitally necessary to complete her in
the shortest possible time.
In order to make sufficient headway
the time of the technical trial trip was
fixed for the middle of October and the
five weeks preceding this date had to be
used for testing out the various items of
Fig. 7. Just a m oment before the launch.
the installation. So about six months
were available for doing the bulk of
work.
A time schedule was made that took
into account the logical sequence of the
various kinds of work, the subdivision
of the interior of the hull, and the way
in which work in a particular part of
the ship had its influence on work in
another part. To keep a clear view, the
ship was subdivided in decks and the
decks in sections. For each section a
complete schedule was made in such a
way that every kind of work could go
on uninterruptedly from one section to
the next with about the same manpower.
A close check was held that no group
of workers became in arrears and at reg­
ular intervals meetings of representatives
for each group were held. By careful
planning ahead all points where trouble
could be expected were given special care
when there was still time available.
The work of finishing up the ship
consisted mainly of the following items:
Steel work of the hull, not yet ready,
the greater part on the upper super­
structure decks as a consequence of
their remaining open in connection with
the installation of the machinery.
The mounting of the engine instal­
lation, piping and electrical installation,
the insulation and mechanical air ventil­
ation plant.
Fig. 8. The ship is launched.
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Fig. 11. a. Crown Princess Martha is sheered by the crowd.
b. The Launching Flat form.
c. The supreme moment.
the Launching Platform.
Fig. 1). The ship moored along the pier.
T he finishing o f the accom m odation
o f the vessel, including officers’ and
crew’s quarters, stateroom s, alleyways,
galleys and pantries, public spaces and
decks, deck m achinery, loading gear,
boat hoisting equipm ent, apparatus for
nautical service, wireless service etc.
These three items cannot be seen as
independent factors as they are closely
interwoven.
. W hile the w ork in the accom m odation
was going on, the heavy parts of the
diesel engines were lowered th ro u g h the
casing by the 150 tons floating crane
owned by the yard. W hen these parts
had been p u t in place the superstructure
decks could be closed w ith the exception
of a relatively small tru n k w hich had to
be left open u n til all parts had been
hoisted into the engineroom. T he funnel
opening had to be left open u n til the
exhaust lines w ith their bulk y propor­
tions had been p u t in place. T hen the
silencer foundations could be set up and
the silencers m ounted and finally the
alum inium funnel was erected fro m tw o
almost completed parts.
I t is n o t d ifficult to see th a t th e w ork
of the engine room tru n k s had to be
planned very carefully. This w ork was
made still more intricate by the fa ct th a t
numerous air outlets and inlets for the
ventilating system, of the ship, w ith the
appropriate fans and fanroom s, were
all more or less in the vicinity o f the
funnel, some even being placed in the
inside of the casing.
O f course, this was n o t the sole tig h t
spot of the ship b u t only one instance of
m any similar spots, where w ith in the
strictly lim ited tim e the w ork had to be
perform ed and which was done only by
perfect co-operation betw een all the
various constructional departm ents.
Fig. 14. F i g u r e head by the Norwegian Sculptor Emil Lie. Coat of arms o f the C ity of
O s lo , tw o eagles and an anchor in gold plated and coloured bronze.
Fig. /S.
Fine Deck.
Fig■1(>■ Activity during fitting out period.
Fig. 17.
GENERAL ARRANGEMENT M.S. „OSLOFJORD”
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C-OECK
DESCRIPTION OF THE SHIP
I. S afety
W a tertig h t subdivision
T he ship is divided by means o f 9
w a te rtig h t bulkheads into 10 w a tertig h t
com partm ents. For connection between
d iffe ren t com partm ents the bulkheads
are provided on 11 places w ith Stone’s
w a te rtig h t sliding doors operated solely
electrically, w hich can be closed w ithin
45 seconds from the bridge.
Fire p roofing
T he accom m odation is divided into
fire -p ro o f com partm ents by m eans of
insulated bulkheads; fo r connection be­
tw een com partm ents there are fire-p ro o f
doors. T he position o f these bulkheads
is according to the Rules o f the In te r­
national C onvention o f Safety of Lives
at Sea. A central fire station is arranged
on the engine top and sm aller fire stations
w ith hose connections and hoses, a u to ­
m atic apparatuses etc. are located round
about th e vessel. A com plete Foam ite
System, capable o f covering b oth m ain
and auxiliary engines w ith foam is in ­
stalled in the to p o f the engine casing
and systems using COo snow are used for
extinguishing fire in connection w ith the
electrical apparatuses. A ll bulkheads for
cabins are double, w ith an air space of
5 cm between, and a layer of 4 m m as­
bestos is p u t in all the bulkheads to pre­
v en t a fire spreading fro m one cabin to
another. A ll insulation m aterial in re­
T here are tw o kinds o f critics giving their judgem ent ab out the public
spaces of th e Oslo fjo rd : insiders and outsiders in shipping.
T he first k in d o f critics m ay judge like this:
“A simple o u tfit, carried o u t w ith seaw orthy m aterials, thoroughly
detailed, good w orkm anship, sim ple in upkeep.” .
A n d th ey m ay or m ay n o t like it. ,
T he second category, th e outsiders, m ay judge as follows:
“Such a luxurious interior, w h a t a cost fo r those m aterials and all
th a t w o rk .”
A n d th ey also m ay like it or not.
T he la tte r are the first to see it as overdone, b u t I hope, th a t most
of th e “outsiders” will look u p o n it as simple.
T here are only three difficulties in m aking ship’s interiors:
1. a good idea;
2. giving the idea a good fo rm ;
3. to stick to th a t form , against a m ountain of technical troubles.
N u m b e r three is the one causing th e architect’s hairs to tu rn grey.
B ehind every design is a b ackground derived fro m the know ledge of
th e N orw egian character o f sim plicity and seriousness.
I hope th a t th e N orw egians will feel at home on their Flagship,
p ly in g betw een N o rw ay and A m erica.
J. A. van T ienhoven
frig erated cham bers, in engine room and
elsewhere in the ship is fire-proof, no
cork being used.
Boats and D avits
T en lifeboats are located on th e Sports
D eck, tw o being m otorboats and th e
rest are operated by means o f hand driven
propellers. A ll boats are made o f salt
w ater resisting alum inium alloy. They
are placed in Schat’s G rav ity D avits and
can be hoisted b y tw o electrical boat
winches. A num b er of alum inium floats
serves as flo atin g apparatus required by
th e law.
II. Passenger Accom m odation
Cabins
A ll C abin Class cabins have full size
beds instead o f berths, no upper berths
being used in this class. There are one,
tw o and three berths cabins. A great
m any o f those cabins have private baths
or- shower rooms.
A ll hardw ood of doors and finishing
consists of m ahogany.
T he T ourist Class cabins have the
w oodw ork of ash in light shades.
Cabins are one, tw o, three or four
b erth cabins. A ll decks have ceilings.
Pipes and cables along decks in corri­
dors are guarded by a ceiling consisting
o f hinged flaps.
T he lavatories fo r general use are
arranged midships.
C atering D epartm ent
Fig. 18. Steering house w ith domed top. Steering telemotor delivered by Flastie. Sperry gyro
pilot. Tw o radars, Magnetron Export Cy. N ew Y ork, m oim ted by A.S. Norske Elektron,
Oslo; one 3 cm, one 10 cm, wave length. Smoke detecting panel, loudhailer and telephone.
Rudder indicator, panel for navigation lights, w atertight doors indicator, steering compass,
Chadburn Telegraphs etc.
T he catering departm ent is situated
around the engine casing on C Deck.
I t consists of a large kitchen, serving the
whole ship. T he electric ranges have a
capacity of 250 kW , fu rth e r a grill of
18 kW , various types of steampots and
other kitchen apparatus are installed.
Four lifts carry th e food to the different
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p antries. A vegetable an d potatoe peel­
in g room are placed in direct connection
■with th e kitch en and adjacent to same
are also th e follow ing room s: ice-cream
room , confectionery, bread room , bakery,
b u tc h e r’s shop w ith large cold locker.
A ll w orkshops are fitte d o u t w ith new
ty p e dom estic m achinery. O ne deck
higher are th e pantries fo r th e C abin and
th e T ouri'st Class. D oors leading from
pantries to the D in in g Saloons are acti­
v ated b y m agic eyes. Separate pantries
are arranged fo r th e officers, p e tty o f­
ficers and other messrooms.
P ublic Spaces
T h e Prom enade D eck is used entirely
fo r P ublic Spaces. A rc h ite ct o f these in ­
teriors was J. A. v an T ienhoven of A m ­
sterdam , the O w n e r’s adviser was M r.
A rn eb erg o f Oslo. A large w intergarden
is situ ated at the fore p a rt o f the en­
closed deck. I t surrounds w ith a curve
th e C ab in Class L ibrary. T h e Prom enade
D eck outside the deckhouse is to tally
enclosed to p ro tec t passengers fro m the
w inds in th e N o rth A tlan tic. A f t o f the
staircase follows th e m ain Lounge, a
Bar and a Ladies Lounge.
T h e T o u rist Class Lounge, th e biggest
single pillarless space in th e ship meas­
u rin g 60 X 44 feet is the forem ost space
o f th e T o u rist Class, follow ed by the
Sm oking and W ritin g R oom and a Ladies
L ounge w hich are placed a f t o f the
th w artsh ip alleyway giving access to all
T o u rist Class Spaces and th e Stair Case
leading to th e cabins and th e D ining
Saloon. O ne deck higher on the Sun
D eck the C abin Class Sm oking Saloon
has been arranged along th e fro n t b u lk ­
head, this space is equipped w ith a bar
and has a corner fitte d o u t as C ard Room.
A shop and showcases are arranged
aro u n d a spacious vestibule.
T he D in in g Saloons of b o th classes
are situated on B D eck. T h ey have no
w indow s looking o u t on th e sea, so they
are lig h ted exclusively artificially. In the
C abin Class D in in g Saloon th ere are
lig h ted glass panels in the side, w hich
give th e im pression th a t th ey get light
fro m the outside. B oth saloons have
spacious domes w ith ornam ental lamps.
O ne deck below th e dining saloons is
a tiled sw im m ing pool, a gym nasium ,
various baths fo r m edical tre a tm e n t and
a bar.
Fig. 21. Boat deck alongside funnel. M ultiple hoatwinch on the left. A lum inium steering
house w ith radar Scanner on top in the backgrotmd.
H ospital D e p a rtm e n t
The hospital is on C Deck portside
forw ard of the catering departm ent, is
divided into fo u r wards. One for women
and one for m en and for epidemic sick­
nesses one each for women and men.
There is an operating room, a dispensary,
cabins for nurses and a doctor’s w aiting
and consulting room.
O ther Services
A laundry is situated on B Deck aft.
A big drying room and linen store is
near th e S w im m ing Pool. T he printer
has his shop a ft on B D eck. T he barber
shops and th e beau ty parlours are on
A D eck. T he purser has tw o offices on
A D eck.
III. O fficers and C rew s Accomm odation
T he captain, officers and engineers
have th eir cabins on the U pper Sun Deck.
T here is also the doctor and th e radio
station and the telephone booths. A lift
Tw o passengers lifts start from the
swimming pool and have stops at all
other decks.
F or outdoor sw im m ing w hen tim e is
favourable, d u rin g cruises etc., an alu­
m in iu m sw im m ing pool can be placed
in h atch w ay no. V on Sun D eck, where
a lido b ar as well can be arranged.
F or ou td o o r sports there is ample space
on th e Prom enade D eck, the Sun D eck
and th e U p p er Sun D eck.
Fig. 22. Cabin class double cabin w ith separate living and sleeping space.
Fig. 23. Galley serves both passengers and
crew. It is equipped with two electric BEHA
ranges, four steam boilers, electric grills, hot
press and sinks and tables with stainless steel
tops. Fresh air blows through holes in alu­
minium ceiling, fixed on Grcgson patent
rails. Fumes are drawn out over the ranges
by a separate exhaust system.
is connecting the engine room floor with
this deck. The chief steward has a cabin
near the Cabin Class Pursers Office.
Several stewards and stewardesses have
their cabins in the neighbourhood of the
cabins they are serving.
The petty officers have single cabins.
The sailors, m otormen and the rest of
the crew as well as the personnel of the
catering departm ent have two, three or
four berth cabins. There are messrooms
for the different services and a big saloon
on A Deck forward with armchairs and
space for 70 people, and arrangements
for music and film projection. Most of
the crew are living on the forw ard por­
tions of the A, B and C Decks.
IV. N avigating Instruments
Fig. 24. Tourist Class Cabin.
The bridge is furnished w ith up to
date instruments for navigating. There
is a Sperry Gyro installation w ith a con-
Fig. 25. Cabin class library in bleached walnut. In w riting niches, not seen in the picture, tw o gobelins designed by Kaare Mikkelsen Jonsborg and executed in Bergen, Norway. Upholstery and curtains in this room are o f French make.
Fig. 2 6 .' Cabin class lounge. Walls executed in Flonduras Mahogany. Frieze of cream coloured silk. Ceiling is lighted indirectly by G. E. C.
Cold Cathode Lighting. Light ornaments in the middle over dance floor by A. D. Copier'; light can be changed in different colours. Greyish
green hand kn o tted carpet designed by J. A . van Tienhoven and executed by the K oninklijke Vereenigde Tapijtfabrieken, Moordrecht, Hol­
land. Dance floor can be covered by cream yellow carpet. Chairs upholstered w ith French made silk.
Fig. 32. One of the two niches of the cabin class lounge w ith bar in background.
33. Ladies lounge cabin class. Walls birchwood w ith parchment panels. Table tops onyx marble. Upholstery o f mohair velours exed by the Hengelosche Trijpweverij, Hengelo.
34. Cabin class bar. Walls of w alnut Japan lacquer by Mro. R . Kooyman. Mirrors from Christiania Glass Magazinet. Ceiling indirectly
ted w ith Fhilips T L tubes. Floor decorative rubber on Sem tex underlay.
Fig. 35. Cabin Class dining saloon. Walls maple. Chairs upholstered w ith bright red leather w ith gold print in the back. Curved dome
u/ith G.E.C. cold cathode lighting. Two wooden carved friezes designed by the sculptor N ic Schipll depicting various scenes from Norway.
Stairs w ith stainless steel railing executed by Dam, Am sterdam . Fight sand blasted glass panels along outside walls w ith indirect lighting
after, fro m Christiania Glass Magazinet.
Fig. 36. Cabin class smoking saloon. Walls Italian walnut. Fotir carved pillars, depicting the four seasons by Nico Nagler. In the sides two
oil paintings of the Norwegian Prof. Krohg. Teak parquetry w ith yarrah strips. Lamps w ith carved parchment shades.
Fig. 42. Tourist Class Sm oking Saloon w ith oil painting named “Apple Crop” by Reidar Fritzvold. Walls and furniture medium darkened
oak, chairs and floor deep green.
>
nection to an autom atic steering appara­
tus, and d ifferen t compasses. T he usual
n u m b er o f m agnetic compasses, an elec­
tric telegraph to the engine room and a
docking telegraph to fo rw ard and aft,
a SAL log, an echo sounding m achine,
a direction finder, tw o R adars w ith
d iffe ren t wave lengths 3 and 10 cm,
loud speaking telephones, smoke detector
apparatus, hydraulic steering stand, d iff­
erent m eters and a course recorder.
a ft decks. M ainly for h andling unboxed
passengers cars fo u r electric deck cranes
are installed on the fore deck, tw o
having a capacity of 3 tons on 40 feet,
and tw o of 2 tons on 3 0 feet.
T he steering gear is o f Flasties electro
h ydraulic type.
T he anchor w inch is electrically driven:
F our electrical capstans, tw o fore, tw o
a ft are used fo r m ooring the ship.
VI. Insulation
V. D eck M achinery
and Loading E quipm ent
F our electrical loading winches w ith a
capacity o f 3/1 ,5 to n a t a speed of
1 0 0/200 f t/m in are placed on th e a ft
decks. F our derricks, tw o for three tons
and tw o fo r five tons load, are suspended
on fo u r derrick posts. T he a ft m ast
carries no cargo gear. T he m ain m ast
carries tw o tw elve tons and tw o five
tons derricks, w hich are served b y fo u r
electric winches sim ilar to those on th e
For the insulation over the whole ship
n o th in g b u t fire-p ro o f m aterial has been
used.
C argo H olds fo r carry in g f r u it or
deep frozen cargo, as well as Provision
stores are insulated by means o f R o ck ­
wool B X - 4 M B lanket Insulation fa b ri­
cated b y Johns M anville, U .S.A . These
blankets consist o f specially prepared
m ineral wool w hich resists satu ratio n o f
w ater by capilar action. W alls and ceil­
ings w ere covered by Y i T ran site A s­
bestos plates. T he decks were insulated
b y the same blan k et insulation as the
walls, b u t laid u p o n a flooring o f 4"
R ockwool Blocks BX - 18, a p ro d u ct of
the same m ineral wool b u t pressed to ­
gether m ore intensively.
T he Engine R oom and auxiliary en­
gine room have a com bined sound ab­
sorbing and therm al insulation, patented
by Isola H ilversum . U n d er th e decks and
along casings the insulation consists of
3" mattresses of m ineral wool covered
by asbestos cloth and again covered by
perforated galvanised steel plates. In the
tu rb o blower room inside the engine
room a separate sound absorbing sheating was' applied, w ith a d ifferen t type
of p erforated plates. A similar insulation
was used in the fa n rooms situated be­
tw een passengers or crews sleeping cab­
ins. The reason fo r the use o f different
perforated plates is th e difference in the
frequency of the sound waves prevailing
in these spaces.
The insulation o f th e dining rooms,
w hich were fu lly air conditioned and
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Fig. 47.
One of the hospital wards.
Fig. 48.
Crew’s cabin.
tween those steel sheets and this ceiling,
which was constructed from aluminium
plates connected by the Gregson rail
system. The ceiling is perforated and
fresh air blows into the kitchen through
the holes. Used air and fumes are drawn
away through gratings in a system of
ducts, which are placed in the open space
over the aluminium ceiling.
The fire-proof insulation on the separ­
ation bulkheads consists of 2" mineral
wool.
A t some places also blankets of glass
wool were used, principally for insulat­
ing ducts for heated air of the heating
and ventilating system.
had to be guarded against heat or cold
transfer from the outside, was carried
out in Isoflex material, a fire-proof
corrugated paperlike material consisting
of cellulose acetate. The same material
has been used on some places under open
decks in order to insulate those places
against subversive temperature con­
ditions of the outside.
Decks over catering department were
insulated at the underside by means of
mineral wool sewed in mattresses, cover­
ed .in some occasions with hard setting
cement and in the kitchen with thin
steel sheets. Here a special ceiling was
constructed leaving an open space be­
VII. D eck Covering
A ll w eather decks are h ard wood
covered w ith Peroba del Campos. A ll
cabins, corridors and public spaces have
a deck un d er covering o f Semtex, a D u n ­
lop product. O n top o f this u n d er cover­
in g nearly all cabin floors are finished
w ith linoleum in d iffe ren t colours, th e
same applies to the corridors and some o f
th e public spaces of the T o u rist Class.
O th er public spaces have decks covered
w ith rubber, carpet or parq u etry .
In the catering d ep artm en t an d in
sanitary spaces hard faced tiles in Sem­
te x are applied, except some corridors
w hich are finished in terrazzo.
THE ENGINE INSTALLATION
Introduction
The engine p lant of the m .s. O slofjord,
which has been com pletely supplied b y
the Koninklijke M achinefabriek Gebr.
Stork & Co. N .V . at H engelo ( O .),
N etherlands, has been installed in tw o
com partm ents, respectively a m ain and
an auxiliary engine room , separated by
a w atertig h t bulkhead.
The m ain engine room contains th e
tw o propulsion engines each o f 8175 bhp,
and the auxiliary engine room th e fo u r
auxiliary diesel engines of 1100 bhp
each. Also in the auxiliary engine room
2 Stork S.V.W. boilers are installed,
which, in com bination w ith tw o exhaust
gas boilers, belonging to the auxiliary
engines, supply all the steam required in
the ship.
A special feature o f the double acting
2-stroke m ain engines is th a t th ey are
scavanged b y blowers, driven independ­
ently from the m ain engines b y the
auxiliary diesels.
In the following, a general description
is given of th e diesel engines and the
boilers, after w hich the installations in
the m ain and auxiliary engine rooms will
be dealt w ith. A m ore detailed descript­
ion will then be given of th e d ifferen t
systems of oil and w ater sunolies fo r the
engines, boilers and other installations.
Main engines
T he propulsion engines o f the m.s.
Oslo fjo rd are two, 7 -cylinder, double
acting, 2-stroke Stork diesel engines,
each w ith a norm al o u tp u t o f 8175 bhp
at 130 revs/m in. The cylinders having
a bore o f 720 m m (2 8 % ") and a stroke
of 1100 m m (43% ") (fig. 4 9 ).
The normal output being attained
with a low mean pressure, the engines
can operate at a higher continuous
rating, without overloading.
In the construction o f th e engines
every endeavour has been m ade an d new
ideas adopted, to keep th e h eight to a
m inim um in order to reduce th e engine
room requirem ent to the smallest area.
Fig. 49. The tw o main motors on the testbed in the Stork-factory at Hengelo, Holland.
Fig. SO.
Longitudinal section of the main motor
Fig: 51. Cross-section of the main motor.
Fig. 52. Fiston and piston rod.
T he bedplate has be'en made in a dished
p attern form , whilst the height of the
cylinder block has been reduced, so that,
when th e piston is in its “top position”
the topside o f the cylinder liners extends
only just above the piston rings.
A p a rt from reduced height and the
fa ct th a t the engines are scavenged by
irieans o f independently driven blowers,
these engines have been constructed to
the Stork standards of the normal
double-acting 2-stroke diesel (fig. 50
and 51).
These engines have a specially designed
com bustion chamber, ensuring a perfect
m ixture of oil and air and a complete
combustion,
The cast m olybdenum steel cylinder
covers and the cylinder bodies are w ater
cooled; the pistons, which are provided
’w ith cast m olybdenum steel top and
bottom pieces, are oil cooled (fig. 52).
The oil has access to the piston through a
channel in the centre of the piston rod
an annular space between the piston rod
and the discharge takes place through
and a liner of special cast iron; this
serves as a protection to the- piston rod,
and which is so fitted th at it can freely
expand. This Construction gives the ad­
vantage o f an effective cooling of the
piston rods, which b y their m ovem ent
th ro u g h the bottom p a rt o f the cylin­
ders are subjected to a high tem perature.
The cylinder liners are chrome h ard ­
ened, by which w ear is considerably
reduced, n o t only of th e liners th em ­
selves, bu t also o f the piston rings.
The scavenging ports in th e cylinder
liners have been given a slight tan g en t ical position, w hich produces a ro tary
m ovem ent of the scavenging air, which
is m aintained during compression, re­
sulting in an highly efficient m ix tu re of
fuel and air prior to com bustion.
T h e engines are provided w ith suitable
m an o euvring arrangem ents (fig. 53),
consisting of startin g and reversing gear,
w hich are m u tu ally locked.
T h e startin g gear is controlled by a
handw heel, w hich can be tu rn e d in one
direction only and can take successively
th ree positions, viz.: “stop position” ,
“startin g position” and “operating po­
sition” .
W h en th e engine is to be started, com ­
pressed air is ad m itted to the bottom
side of th e cylinders and fuel is supplied
to th e to p side. By this m eans th e engine
starts operation im m ediately. By tu rn in g
th e handw heel in to th e “operating po­
sition” , th e supply o f compressed air to
th e low er cylinders is cu t o ff, fuel is
ad m itte d to this side also and th e engine
takes up fu ll operation.
Scavenging blow ers
As m entioned above, instead o f the
usual scavenging pum ps driven from
th e cran k sh aft, independently driven
blowers have been adopted (see fig. 54).
In th e m ain engine room o f th e Osloƒ;ord th ree of these scavenging blowers
have been installed. N o rm a lly th e tw o
side ones are operating, each of w hich is
o f su fficien t capacity to provide the ne­
cessary scavenging air to one m ain en­
gine. T h e th ird blow er serves as standby
an d can be connected either to the star­
Fig. 54. Auxiliary motor w ith gear-box and centrifugal blower.
board or p o rt engine by means o f change­
over valves.
Each blow er is coupled to th e driv in g
engine b y m eans o f an h y draulic coup­
ling and a re d u ctio n gearing. T he d riv ­
in g engines as well as th e gear boxes and
the hydraulic couplings have been placed
in the auxiliary engine room and the
driving shafts o f th e blowers w hich ru n
at 2040 re v s/m in pass th ro u g h the
w a te rtig h t bulkhead betw een th e m ain
and auxiliary engine room (fig. 55).
T he blowers are o f a special con­
stru ctio n developed b y Messrs. Stork
Bros, and give a high efficiency. This is
th e result o f extensive research w ork
carried ou t by this firm , by w hich they
have succeeded in obtaining 85 % to
87 % efficiency fro m axial ty p e fans
w ith o u t the use of guide blades behind
th e im peller. T he scavenging blowers on
board m.s. O slofjord have an efficiency
o f 84 % . In order to be able to control
the o u tp u t o f th e blowers fro m the.
m anoeuvring stand, th ey are provided
w ith an inlet reg u latin g device, which
is actuated b y means o f a servom otor
w ith rem ote control.
T he inlet reg u latin g device, generally
k n o w n as “vane co n tro l” , consists o f a
series of m ovable vanes placed axially in
the blow er inlet.
D epending on the position of the
vanes, the air as it enters is given a ro ­
ta tin g m ovem ent in th e direction o f ro ­
tatio n o f the im peller; th e stronger this
p re -ro tatio n is, th e less energy can be
given to the air b y the im peller and thus
the o u tp u t of the blower is reduced.
Extensive tests have proved th a t this
p atented regulating device gives a highly
suitable and economical control. This de­
vice is shown in fig. 56; by tu rn in g ring
(A ) , w hich is operated in its tu r n by the
piston and. piston rod o f th e hydraulic
cylinder (B ), th e inlet vanes can be set
in the desired position. Fig. 57 shows the
m otor, w hich can be controlled from the
m anoeuvring stand. W hen th e liner (D )
moves upwards, oil under pressure is ad­
m itted to the bottom end o f th e piston
(B ), causing the piston to move u p ­
w ards; in consequence o f this m ovem ent
the piston valve, by means o f a lever
gear, returns in its m id position on the
liner, thus com pensating th e pressure on
both sides of the piston and b rin g in g it
to a stop. In fig. 57, th e lever gear is
show n schematically.
Much attention has been given to the
abatement of noise, which might be
made by the fans. The casings have been
made of cast iron which gives a great
improvement on the sound effect as
compared with steel plate casings. In ad­
dition the blowers have been surrounded
by a soundproof compartment. The
scavenging air pipe lines between blow­
ers and motor are lined on the inside
with sound damping material.
A u x ilia ry engines
Fig. 55 .
Section gear-box and centrifrigal blower.
F our 6-cylinder, 4-stroke, Stork diesel
engines are placed in the auxiliary en ­
gine room . Each o f these engines has a
capacity o f 1100 bhp at 330 rev s/m in ,
the cylinder diam eter being 420 m m
(1 6 % " ) and the stroke 600 m m (2 3 % " )
(fig. 58). They are coupled a t th e fo r­
w ard end to G.E.C. D irect C u rre n t
dynam os, which supply the power for
th e auxiliaries and th e hotel service.
Fig. 56. End view of centrifugal blower.
method of operation of the servomotor.
The pressure for the servomotor is
obtained from the gravity oil tank for
the hydraulic couplings and the reduction
gear. The piston valve (A ) provides for
the supply and discharge of the oil
above and below the piston (B). As is
customary, this servomotor has an auto­
matic reset.
For changing position of the pistons
and piston rods (C) which in their turn
move the connecting ring, the liner (D )
of the piston valve must be displaced.
This is done by means of a small electric
Fig. 57.
Blower servo motor.
Three of the engines are coupled at
the after end to the scavenging air
blowers via a reduction gear and an
hydraulic coupling.
S.V.W. Boilers
T he Stork S.V.W. boilers (fig. 59)
which are in a separate boiler room, are
a com bination of the fire tube and the
w ater tube boiler. The w ater tube section
consists of vertical tubes, situated in the
rear smoke box; the tubes are fixed in
headers at the top and bottom end, these
headers being connected to the boiler.
T he high tem perature combustion
gases emerging from the tw o furnaces
heat the w ater tubes, thus resulting in an
intensive circulation of the w ater in the
boiler, which is im portant fo r rapid
steam raising as well as fo r the elimin­
ation of heat stresses in the boiler m at­
erial.
A fu rth e r advantage is th a t the com­
bustion gases cool down sufficiently to
prevent overheating o f the fire tube
ends which project from the rear tube
plate. From the rear smoke box the gases
pass through the inner bank of fire
tubes to the fro n t, where they change
direction in a fore-end smoke box and
re tu rn to the rear through tw o outer
tube banks.
The boilers are of welded construction
Fig. 59. Stork S.V.W.
steam-boiler.
Fig. 60. General arrangement engine-room.
th roughout and have been annealed and
X -rayed after welding, -to ensure the
highest standard of quality.
T he boilers are constructed fo r a steam
pressure on the safety valves of 8,5
k g /sq . cm (121 p.s.i.).
Engine room arrangem ents
(Fig. 6 0 ,6 1 )
T he dimensions of the lower part of
the engine room casing are fixed by the
requirem ent th a t all the pistons can be
easily draw n, and at the same tim e providing adequate space between the m anoeuvring stands of the engines. In order
to keep these dimensions and the height
of the engine room as small as possible,
tw o overhead travelling cranes have
been installed each w ith tw o electric
trolleys of a specially compact construetlon*
A. Main engine room
T he auxiliaries for the m ain engines
have been placed at the p o rt side. These
consist of three lubricating and cooling
oil pum ps m anufactured by H outtuin,
three vertical sea- and three fresh water
cooling pum ps of Stork type and four
compressors for starting air for the main
and auxiliary engines.
, O n the first deck there are on the
port side three lubricating and cooling
oil coolers, tw o fresh w ater coolers and
various oil tanks.
On the starboard side are fitted the
civil service pum ps such as sea- and
fresh w ater sanitary pumps, and hydrophore tanks. There are also a Stork bilge
pump and a Stork emergency bilge
pump, a Stork vertical ballast pum p and
four T itan purifiers for purifying the
lubricating oil, w ith respective pumps.
On the starboard side of the first deck,
are sundry oil tanks as well as air vessels
for the starting of the main engines.
In th e rear p art between the shaft'
lines of the m ain engines are two H o u ttuin pumps for the supply of cooling
oil to the fuel valves of the main engines. There is also a Rademaker cylinder oil pum p.
_ An extensive refrigerating and cooling plant has been erected mainly on the
E-deck.
. . .
B; A uxiliary engine room
j n addition to the auxiliary engines,
the electric generators, the reduction
gears and hydraulic couplings for the
blowers which are in this engine room,
there is on starboard side the auxiliary
machinery, such as tw o combined sea and
fresh cooling water pum ps of Stork
make and one lubricating oil pum p o f
H outtuin make, which serve as a standby for the lubricating oil pumps directly
driven from the engine. O n the same
side are the pum ps for the oil system o f
the gear boxes and hydraulic couplings
and coolers, and also the tw o vessels for
starting-air.
O n p o rt side there is a H ay w ard steam
driven fire extinguishing pum p, and
some auxiliaries of the steam boiler
plant, including a feed w ater evaporator
w ith a relative pum p and an auxiliary
condenser w ith a circulation w ater pum p
o f Stork m ake; for the auxiliary diesels
there are tw o Radem aker fuel pumps,
A t the forw ard end o f the engine
room there are tw o diesel oil tran sfer
pum ps of H o u ttu in m ake and a bilge
pum p. T he coolers for the auxiliary engines have been placed on D -deck. In
w ay of the forw ard bulkhead are placed
the electric switch board and the ro tary
converters,
C. Engine room casing and funnel
In the top part o f the engine room
casing provision has been made for the
diesel oil daily service tanks and the
fresh w ater buffer tanks for the m ain
and auxiliary engines, as well as for the
gravity ta n k for the oil system of the
gear boxes and the hydraulic couplings,
In this p art of the engine room there
are tw o boilers in the exhaust piping of
the auxiliary engines,
T he funnel, which is made entirely
of alum inium alloy plate, has an a ttra c tive streamline shape. Inside th e fu n n el
are a combined silencer and spark arrester
fo r each of the m ain engines and also
u
Nnmt.«r
Markt. Number
001
2
DESCRIPTION
0f 59 «nd 50
Main engine H.O.D.T. 7 X
72 — 110.
002
4
Aux. engine H.B. 6 X 42 —
003
004
005
2
2
3
006
007
008
3
2
3
Generator.
Generator.
Gear boxes with hydr. coupling.
Scavenging airblower.
Thrust-bearing.
Starting aircompressor.
60.
(electric driven)
1 Starting aircompressor.
(steam driven)
010 2 Fuel-valve cooling oil pump.
011 2 Fuel-oil transfer pump.
012 2 Fuel-oil supply pump.
(to daily service tank aux.
engine)
013- 1 Fuel-oil daily service tank
014 1 Fuel-oil drain tank
015 2 Fuel-oil duplex filter
016 3 Lubric. cooling oil pump.
017 4 Lubric. cooling oil pump.
018 1 Spare lubr. cooling oil pump.
019 4 Lubricating oil purifier.
020 2 Lubric. oil heater (steam).
021 1 Cyl. oil daily service pump.
022 2 Lubr. oil pumps for gear
009
boxes.
023
024
025
026
027
028
1 Gravity tank for gear boxes.
1 Lubr. oil drain tank (dirty
oil).
3 Sea cooling water pump.
3 Fresh cooling water pump.
2 Comb, cooling water pump.
(seawater/freshwater)
1
Cooling w. expansion tank.
M„r.
M
ark Number
029
030
031
032
033
034
035
036
037
038
039
040
041
1
2
2
1
1
2
1
2
1
2
1
2
2
DESCRIPTION
of 59 g|)d fi0
Cooling w. expansion tank.
Sea cooling water filters.
Sea cooling water filters.
Ballast pump.
Stripping pump.
Bilge pump.
Bilge water separator.
General service pump.
Steam driven fire ext, pump.
Seawater san. pump.
Emergency bilge pump.
Freshwater san. pump.
S.V.W. boiler (heating sur­
face).
042
043
044
045
Fan for combustion air.
Duplex oil firing plant.
1 Lighting-up unit.
2 Exhaust gas boiler (heating
046
047
048
049
050
051
052
053
054
3
2
1
1
1
1
1
1
1
1
surface).
055
056
057
058
059
060
061
Circulating pump.
Duplex feed pump.
Feedwater filter tank.
Condensor circ. pump.
Boiler oil transfer pump.
Observation tank.
Feedwater evaporator.
Feedpump for evaporator.
Hydrophore tank for fresh­
water.
1 Flydrophore tank *for sea­
water.
1 Boiler for fresh water.
1 Boiler for seawater.
2 Silencer for main engines.
2 Silencer for aux. engines.
2 Spare piston.
1 Switchboard.
i
silencers for the exhaust gas pipe line
over the exhaust gas boilers of the auxil­
iary engines.
In this space are also housed a flue gas
fan for the steam boiler plant and
various other fans for the ship’s venti­
lation.
D. Boiler room
For the two oil fired S.V.W. boilers a
Todd steam driven pumping and heat­
ing plant and an electric lighting up set
have been fitted. There is a trim pump
for fuel oil, two duplex steam driven
feed pumps of Hayward & Tyler make,
with a feed water filter tank, and three
vertical Stork water circulating pumps
for the S.V.W. and exhaust gas boilers.
For checking the water from the con­
densed steam returning from the heat­
ing coils in the' various tanks, an ob­
servation tank is provided.
Fig. 61. General arrangement engine room.
(Longitudinal section.)
Fig. 62. Manoeuvring stand in main engine room.
Fig. 63. View on top main engines.
View on four auxiliary engines.
E. Space betw een the fu e l oil bunkers
In this space, w hich is accessible from
th e auxiliary engine room , th ere are the
purifiers fo r th e diesel oil, as well as the
evap o ratin g p la n t used fo r replenishing,
if necessary, th e d rin k in g w ater.
F. W orkshops and Stores
In the m ain as well as in th e auxiliary
engine room th ere is a w orkshop on the
D -d eck . In b o th these engine rooms
provision has been m ade fo r adequate
storage space. T h e large spare parts, such
as pistons, liners an d covers, are stored
so as to give easy access w hen they are
required.
F uel system
T h e diesel oil fo r th e engines is stored
in th e double b o tto m and in bunkers;
one o f th e bunkers is reserved fo r the
storage o f fuel oil fo r th e steam boilers.
T h e to ta l b u n k e rin g capacity is about
1800 tons fo r diesel oil and 100 tons for
fuel oil.
In th e centre b u n k er fo rw a rd of the
auxiliary engine room are tw o settling
tan k s, each w ith a capacity o f ab o u t 45
tons. T w o H o u ttu in pum ps, placed in
th e auxiliary engine room , tra n sfe r the
diesel oil.
There are in the main engine room
two other H outtuin pumps, one of
which serves as a standby, for supplying
the necessary oil for cooling the fuel
valves of the main engines; both pumps
can also supply fuel to the daily service
tanks. Should only the auxiliary engines
be running, two small electrically driven
fuel pumps of Rademaker make are
brought into service.
Four Titan purifiers serve for the
diesel oil. Each of these purifiers is pro­
vided with two pumps, one for feedingand the other for discharging the oil.
The feed pumps can draw either from
the settling tanks or direct from the
bunkers, whereas the discharge pumps
can either supply the daily service tanks
or return the oil to the settling tanks. If
it is necessary for the oil to be heated, it
is led through two low-pressure steam
preheaters.
The daily service tanks are placed in
way of the engine room shaft for the
main and for the auxiliary engines res­
pectively. From these tanks the diesel
oil flows via a felt filter and a duplex
Hesselman filter tp the engines.
The fuel contents of the bunkers and
the settling tanks can be checked with
the aid of a pneumercator gauge.
L ubricating oil and cooling oil system
Three Houttuin pumps, placed in the
main engine room, supply the lubricating
oil and cooling oil to the main engines.
One of these pumps serves as a standby.
Each set pumps the oil through a duplex
filter and an oil cooler to the main en­
gines.
Arriving at the engines, the oil is di­
vided into two parts; one part is destined
for lubrication, the other for cooling the
pistons and piston rods.
The discharged lubricating oil and
cooling oil is collected in drain tanks in
the double bottom under the main en­
gines. From these tanks the oil is again
drawn by the pumps via a suction filter
and cooled before being re-used. One of
the three oil coolers serves as a standby.
Part of the double bottom situated
between the two main engines, is de­
signed for use as a spare drain tank and
can serve for the starboard as well as
for the port engine, when the regular
tank needs cleaning.
The auxiliary engines are provided
with their own closed lubricating and
cooling oil system. The lubricating and
cooling oil pumps of Houttuin make,
which are driven by a chain from the
crankshaft, draw the oil via a filter from
the drain tan k in the double b o tto m and
deliver it th ro u g h a duplex filter, and
if required via a special B rigg’s filte r to
a cooler. From the cooler the oil is passed
to the engine, where it is separated in to
tw o streams for lubricating and cooling
purposes.
As a spare fo r these pum ps an elec­
trically driven H o u ttu in double w orm
pum p has been placed in the auxiliary
engine room. This pum p draws fro m the
drain tanks in the double b o tto m in the
m ain and auxiliary engine room and
supplies the oil to the storage tanks o r to
the deck. There is also a connection w ith
the tunnel storage tanks.
T w o lubricating oil storage tanks,
each of 5 tons, are placed on th e p o rt
side tweendeck in the m ain engine
room. These tanks are provided w ith
heating coils, so th at they can also serve
as settling tanks.
The purification o f the lubricating
oil and cooling oil can be effected by
means of fo u r T itan purifiers: tw o for
the lubricating oil system of th e m ain
engines and tw o for the lu b ricatin g oil
system of the auxiliary engines. A n
overhead ta n k for contam inated oil and
tw o oilpreheaters complete th e purifica­
tion plant.
The purifiers have also tw o pum ps
each.
The cylinder oil is stored in three
tanks, placed on the tw eendeck in the
main engine room, each ta n k w ith a
capacity of 5 tons.
A cylinder oil pum p of R adem aker
make serves for filling th e tw o daily
service tanks placed at the level o f the
top p latfo rm of th e m ain engines.
W ith a view to navigation in colder
regions, all suction pipe lines o f the
lubricating oil pum ps, b o th for the m ain
and auxiliary engines, have been p ro ­
vided w ith a heating coil in the double
b o tto m tanks.
T he lu b rica tin g oil system fo r the
reduction gears and the hydraulic coup­
lings on the blowers functions entirely
separate fro m th a t of th e m ain engines.
Cooling w a te r system
Each of th e tw o m ain engines has its
ow n closed cooling system. T he cylin­
der jackets and covers are cooled b y
fresh w ater. F or the circulation of this
w ater three S tork pum ps have been in ­
stalled, one o f them serving as a standby.
The coolers have been placed on the
tw eendeck in the m ain engine room.
By m eans o f one o f the feed pum ps
the cooling w ater systems can be filled
w ith w ater fro m a fresh w ater drain
tan k .
U n d e r norm al conditions the cooli'ng
w ater reaches the coolers after passing
th e engines and th e n returns into the
suction pipe lines o f the pumps. A t the
highest p oint o f the cooling w ater system
in the engine room casing a b u ffer ta n k
has been provided w hich serves at the
same tim e as a de-aeration tank. Meas­
ures have been taken th a t in em ergency
cases sea w ater can be used fo r cooling
the m ain engines.
T he lu b ricatin g and cooling oil, as
also th e cooling w ater, after having
passed the engines, is cooled down by
seaw ater in th e oil coolers and fresh
w ater coolers.
F or the circulation o f the seawater
three v ertical S tork pum ps have been
provided, w hich, in addition to the
w ater necessary fo r the above m entioned
coolers, supply the w ater fo r cooling the
guide shoes of the m ain engines, the
th ru st blocks, and the tu n n el blocks
(fig. 65).
The cooling system o f the auxiliary
engines is, in general design, identical to
th a t of tKe main engines. T he only d if­
ference is th a t there is b u t one com m on
fresh w ater cooler fo r the fo u r auxiliary
engines and th a t tw o com bined sea and
fresh cooling w ater pum ps are available,
one of which serves as a standby. "With
the auxiliary engines th e circulation of
the fresh cooling w ater is the same as
th a t of the m ain engines, vi'z. via the
engines to the cooler fro m whence it
flows to the suction pum p. H ere, too,
an overhead b u ffer ta n k has been p ro ­
vided in order to assure a regular fu n c ­
tioning and proper de-aeration.
For preheating the cylinders of the
m ain engines the discharged cooling w ater
o f the auxiliary engines can be used.
W hen the ship is lying in d ry -d o ck and
electric curren t is required fro m the
a u x lia ry engine generating sets, the
cooling can be effected by circulation
w ater from the tanks in the double
bottom .
S tarting air system
For charging the tw o m ain and the
tw o auxiliary startin g -air vessels three
electrically driven 2-stage compressors
of H a m w o rth y m ake have been in ­
stalled. In addition a 2-stage steam
driven compressor has been fitte d for
use w hen no electric cu rren t is available.
Between the startin g -air vessels for
the m ain and auxiliary engines there is
a collecting m ain fro m w hich, b y means
of reducing valves, compressed air can
be draw n w hen required fo r cleaning
purposes in the workshops, and for
blow ing through seawater inlet grates.
A separate air pipe line carries the
compressed air to the typhons fitte d on
the funnel and the fo rw ard m ast, and
th ro u g h an alternative line air can be
supplied if necessary to th e autom atic
control of the air conditioning p lant.
Bilge and ballast system
T here are no bilges in th e O slofjord,
b u t at all draining spots in the engine
rooms and holds bilge pockets have been
provided. In the m ain engine room as
well as in the auxiliary engine room,
there is an electrically driven Stork bilge
pum p; in addition there is also in the
m ain engine room an electrically driven
em ergency subm erged bilge pum p of
S tork make.
In connection w ith the requirem ent
of the Classification Societies th a t it
m ust be possible to control the em ergency
bilge pum p from the u pper deck at
accessible positions, the bilge suction
valve chest in this case has been incor­
porated directly w ith th e p u m p and is
Fig. 66. Boiler room w ith two Stork S.V.W.-boilers.
p ro vided w ith special spring loaded
valves, w hich can be closed or opened
by m eans o f steel w ire fro m th e positions
on th e deck.
By arran g in g th e pum p and th e suc­
tio n valve chest in a suitable position on
starb o ard side in th e m ain engine room,
co n tro l fro m th e engine room can be
easily effected.
F or ballast purposes an electrically
d riv en vertical ballast p u m p o f Stork
m ake has been placed in th e m ain engine
room and fo r em ergency use there is a
double w orm H o u ttu in suction pum p
o n th e tanks.
Should it be necessary, as is prescribed
b y some h arb o u r authorities, th a t bilge
w a te r m ust be p u rified before it is
p u m p ed overboard, it m u st pass th ro u g h
a separator. Ballast w ater to be dis­
charged can also be led th ro u g h this
separator.
D etails of the steam p la n t
T he fuel oil fo r the 2 S.V.W . boilers
is supplied by a vertical H a y w ard &
T y le r steam p um p. As m entioned al­
read y in th e description o f th e boiler
room , three v e rtic a l' S tork cen trifu g al
pum ps (one in reserve) serve fo r th e
w a te r circulation in th e boilers and th e
exhaust gas boilers. T here are as w ell tw o
v ertical duplex pum ps of H a y w a rd &
T y ler m ake and a boiler feed w a te r filte r
tan k .
T h e steam produced is supplied to
various points such as to th e auxiliaries
w hich received fresh steam a t a pressure
of 8^4 k g /c m 2 (121 lbs. sq. in c h ) and,
at a reduced pressure steam o f 6 k g /c m 2
(85 lbs. sq. in ch ) to th e fa n room , th e
pantries, kitchens and the w a te r su p p ly
system fo r dom estic use. For th e h eatin g
o f th e various oils and o f th e engine
room s steam at a pressure o f 3 k g /c m 2
(42 lbs. sq. in ch ) is used.
I n th e auxiliary engine room against
th e b u lk h ead o f th e boiler room an
auxiliary condenser has been fitte d ,
w ith its accom panying S tork circu latio n
p u m p , fo r condensing th e exhaust steam .
A g ain st th e boiler room bulkhead, in
th e auxiliary engine room an ev ap o rato r
o f C aird & R a y n e r m ake com plete w ith
p u m p , has been installed fo r supple­
m enting, if necessary, the n o rm al avail­
able q u a n tity o f feed w ater.
Fire e x tin g u ish in g p lan t
E very possible precaution has been
tak en to g u ard against fire an d special
atte n tio n has been paid to the fire ex­
tinguishing p lan t o f th e Oslofjord. For
this im p o rta n t d u ty the Com et Air
Foam ing system has been chosen. V ari­
ous parts o f the 'eq u ip m en t have been
supplied by Messrs. N .V . N o o rd -H o llandsche A sbestfabriek, v / h J. de Boer
& Co. at A m sterdam .
A t the upper level in th e engine room
casing are tw o w ater tan k s, holding 1500
litres (330 gallons) and w hich are al­
ways k ep t fu ll o f w ater. In the event
o f fire these tan k s can im m ediately
supply w ater to various foam mixers,
placed at low er level. These mixers, by
means of passing w ater jets suck from
a sm all ta n k placed near th e m ixer a
foam fo rm in g liq u id called “N icerol” .
T h e w ater inlet valve, by w hich the
m ixers are b ro u g h t in to operation, is
m anipulated fro m th e service alleyways.
I n order to ensure a sufficiently high
discharge velocity o f th e foam the. air
pressure in th e g rav ity tan k s is k ep t at
6 k g /c m 2 (85 lbs. sq. in c h ).
A t various points in the engine rooms
air foam guns have been placed w ith
th eir o u tlet projecting th ro u g h the floor
and above th e tan k to p .
O ver th e m ain as well as over the
auxiliary engines sprinklers have been
fitted , so th a t on an ou tb reak o f fire
system provision has been m ade fo r a
general fire extinguishing pipe line w ith
norm al fire cocks and hoses ru n n in g
th ro u g h the engine rooms. T h e bunkers
are also protected by a sprinkler pipe line.
In order to be able to sm other the
beginning o f a fuel oil fire in the boilers
by means of steam, steam can be ad­
m itte d u n d er the boilers b y controls o u t­
side the boiler room. T his in .accordance
w ith th e prevailing regulations.
Em ergency dynam o room
Fig. 67. Emergency group.
here too it can im m ediately be ex­
tinguished b y jets o f foam .
M oreover at various strategic spots in
the engine rooms in th e vicin ity o f fire
cocks, there are portable foam guns com ­
plete w ith portable ta p k , hose and jet
tube. In th e case of a small fire, ex­
tinguishing can im m ediately be started
w ith this equipm ent. C 0 2 gas containers
have been placed b y th e m ain engines,
the m ain sw itch board, the dynam os and
the blower rooms.
A vertical S tork centrifugal pum p
erected in th e tunnel; and a vertical
steam duplex pu m p of H a y w ard & T y ler
m ake placed in the auxiliary engine
room , serve as special fire extinguisher
pum ps; in addition the ballast pum p and
the tw o general service pum ps can be
used as fire extinguisher pumps.
T he pum p in the tu n n e l can be started
fro m th e “Fire S tation”, situated on C deck.
In addition to th e foam extinguishing
A n em ergency dynam o room has been
arranged on the sun deck, i. e. as high as
possible in the ship. This room holds a
4-stro k e high speed diesel engine driving
a D C generator th ro u g h a flexible coup­
ling. T he same engine drives a small
sta rtin g air compressor b y m eans o f a
Y -b e lt transm ission and a fric tio n clutch
(fig. 67).
This em ergency set can also be oper­
ated by gas oil, and this is stored in a
large tan k . A t the highest p o in t in the
em ergency dynam o room , a daily service
ta n k has been placed, w hich can be filled
b y h an d pum p.
T h e engine and the com pressor cool­
ing w ater is air cooled by a rad iato r
placed at the end of th e set.
A startin g air vessel, a small lu b ric a t­
in g oil ta n k and a fresh w ater ta n k
com plete the em ergency dynam o in ­
stallation. T he sw itch bo ard fo r this set
has been fitte d in the alleyway.
PIPELINES
The pipelines outside the engine room
have been installed by N .V . B ronsw erk
(A fd. Becht & D yserinck) at A m ster­
dam. In to tal 35.000 m etres o f piping
have been laid.
The principal lines are:
A ir-, sounding-, filling- and overflowpipes;
Scupper- and soilpipes;
D eckw ash- and fire extinguishing sys­
tem ;
C old and w arm salt w a te r system ;
Cold and w arm fresh w ater system ;
Steam- an d exhaust pipelines fo r airconditioning and h eating u n its;
Pipelines fo r refrigeration rooms.
M ost scupper- and soilpipes are con­
nected to 4 sewage installations of
Stone’s make.
For the salt w ater supply a h y d ro phore system o f 3000 litres capacity has
been installed, served by an autom atically
controlled centrifugal pum p.
T h e h y d ro p h o r is connected to the
deckw ash and fire extinguishing system
by m eans o f a n o n -re tu rn valve, so in
case o f fire th e first flash of w ater m ay
be given b y th e hydrophor, before the
ballast p u m p (fire extinguishing p u m p )
is p u t in action. In to ta l 78 valves have
been placed fo r fire extinguishing.
T w o heaters w ith pipe coils of great
capacity an d therm ostatic valves are
used fo r the w arm w ater supply to th e
b ath tu b s by means of a circuit of copper
piping th ro u g h o u t the ship, served b y a
circulating pum p.
T he freshw ater supply is perform ed
by a h y d ro p h o r system of 3000 litres.
T he m ain lines are of galvanized steel,
the branches o f copper pipe. T he w ater
is lead th ro u g h copper tubes to the taps
o f w ashstands, showers and b ath tu b s of
th e cabin class accom m odation w hich is
equipped w ith fresh w ater as well as
salt w ater.
A copper w arm w ater boiler w ith
steam heating coils an d therm o static
valve has been installed in this system
w ith 2 circulating pum ps an d one as a
spare.
F or heating the salt w ater o f the
sw im m ing pool coolingw ater o f the
auxiliary m otors is used and in w in te r­
tim e a special heater is w arm in g up this
w ater till about 18° C.
As th e pool is situated below th e level
of th e sewage installation it is em ptied
b y th e bilge pipeline. A spray o f w ater
fro m the salt w ater pipeline (m ixed cold
and w arm ) is used fo r th e refreshing o f
the w ater in the basin.
T he surplus of w ater is drained by
overflowpipes and is gathered in a ta n k
w ith floating sw itch w hich p u ts a special
pum p in action fo r p u m p in g this surplus
overboard.
For supply of icew ater 7 refrigerators
are connected to the freshw ater pipeline.
THE REFRIGERATION PLANT
This was designed, m anufactured, and
installed by N .V . K oninklijke Mij. “De
Schelde’V N .V . “Landaal-Schelde” .
T he heat is extracted from :
I. B oth cool or freezing holds, in
w hich a tem perature o f -\-2° C (-f- 36°
F ) m u st be m aintained fo r fru it tran s­
p o rt or — 20° C (— 4° F) fo r frozen
goods.
4 compressors are used fo r the entire
cooling p la n t; these are as follows:
A. F or th e provisions: 1 vertical
single acting 2-cylinder “Schelde” com ­
pressor, bore 210 m m ( 8 V4 " ), stroke
185 m m (7 1/ 4 " ), 315/230 r.p.m . driven
w ith V -belts by an adjustable electric
m otor of 36 H .P . T he m axim um capac­
ity is 26.500 k c a l/h at — 20° C suction
tem perature and -{-32° C coolingwa'ter
tem perature (8.8 tons of refrigerant at
— 4° F suction tem perature and -j-9Q°
F coolingwater tem perature.
B. For the cargo: 1 compressor as
II. The ten provision holds, nam ely
fo r:
fru its ..................... + 3 ° C ( + 37° F)
vegetables ............ -j-3° C (-j-37° F)
beer ....................... + 1 ° C ( + 34° F)
m ilk
................... + 1 ° C ( + 34° F)
cheese & b u tte r . .
-f-l° C (-(-34° F)
game & p o u ltry . . — 1° C (-J-300 F)
fresh m e a t
— 7° C ( -j-19° F)
fro zen m eat . . . .
— 7° C ( -j—19° F)
fish ....................... — 7° C ( + 19° F)
miscellaneous . . . .
— 7° C (-j-19° F)
III. Six w alk-in coolers fo r the cater­
in g departm ent.
IV. A cooler fo r d rin k in g water.
V. T he airconditioning plant.
As refrig eran t F re o n -12 is used and
in view o f the large n um ber o f holds
and com partm ents to be cooled to a
v ary in g range o f tem peratures, as well
as to keep a simple service, brine or
calcium chloride as an inter-cooling
m edium is employed.
Fig. 69. One of the tw o holds for cool and
frozen cargo. Right: The air cooler with
ventilator.
Fig. 68. The 4 Freon-12 compressors for the cooling- and freezing installation. The first
and the second compressor serve fo r the airconditioning plant, w hilst the second also acts as
reserve for the third compressor for the cool cargo holds; the rear compressor works on the
provision holds.
above, 290/212 r.p.m ., electric m otor
also 3 6 H .P . T h e m axim um capacity is
12.500 k c a l/h at — 30° C suction tem p­
erature. (4.15 tons o f refrigerant at
— 22° F suction tem perature.) D uring
“cruises” , th a t is w hen no cargo is on
board, this compressor can be used for
assisting w ith th e airconditioning.
C. For the air-conditioning plant: 1
compressor as above, 2 9 0 /1 5 4 r.p.m .,
electric m otor also 3 6 H .P . The m axi­
m um capacity is 63.400 k c a l/h at — 3°
C suction tem perature (21 tons of refrig­
eran t at -J-27° F suction tem perature).
This compressor also serves as stand­
by fo r the compressor fo r the cargo
m entioned under B.
D. For the airconditioning plant: 1
vertical single acting compressor with
3 cylinders, 29 0 /2 1 2 r.p.m ., driven by
an electric m otor of 5 3 H .P . T he m axi­
m um capacity is 95.000 k c a l/h at — 3°
C suction tem perature (31.6 tons of re­
frig eran t at -[-2 7 ° F suction tem per­
atu re ).
Fig. 70. The auxiliary freezing machine-room.
Right lower: one of the two brine tanks.
Right upper: the shell- and tube evaporator for the airconditioning plant.
Left: the multiple condensor.
In the foreground: the cooling water pumps.
T he to ta l installed capacity is a m axi­
m um o f 200,400 k c a l/h a t — 10° C
suction tem perature (66.7 tons o f re frig ­
erant at -f-14° F suction te m p e ra tu re );
the to tal capacity w hich is available fo r
the airconditioning p lan t d u rin g th e
“cruises” is 200.000 k c a l/h at •— 3° C
suction tem perature (66.5 tons o f re frig ­
erant at —
{—27° F suction te m p e ra tu re ).
T he delivery- and suction lines are
m u tu ally linked up in the same m an n er
as the liquid lines.
T he fo u r m utiple co unterflow con­
densers have respectively a cooling su r­
face of 20,29% , 29% and 44 m 2 (215,
318, 318 and 473 s q .ft.). T h e capacity
o f th e cooling w ater pum ps is 10, 18
and 25 m 3/ h (4 4 ,7 9 and 110 g all./m in )
each w ith a reserve pum p of 25 m 3/ h
(110 g a ll./m in .)
In th e m achine room there are, in
addition, 2 brine tan k s o f norm al con­
stru c tio n w ith a vertical stirrer, fo r
provision an d cargo, as well as a shell
and tu b e evaporator fo r the aircondit­
ioning plant.
N o rm a lly com pressor A w orks on
evaporator coils o f 29 m 2 in one brine
tan k , in w hich a brine tem perature of
approxim ately — 15° C (-+-50 F ) is
m aintained and com pressor B on a simi­
lar evaporator in th e o th er tan k , brine
tem perature of approxim ately — 26° C
(— 15° F ).
F o r th e purpose o f th aw in g the v a r­
ious brine oils in the holds, a brine h eat­
in g ta n k is also installed.
T he compressors C and D operate on
th e shell and tu b e evaporator already
m entioned, w ith a cooling surface o f .
78 m 2 (840 sq .ft.).
T he airconditioning p la n t has been
m an u factu red by N .V . Bronsw erk of
A m sterdam .
T he circulation o f brine to the provis­
ion holds and to th e cargo holds is b y a
p u m p w ith a capacity o f 10 m 3/ h (44
g a ll/m in ) ; a th ird pum p has been in ­
stalled as reserve.
F or the airconditioning p lan t a brine
pum p o f 25 m 3/ h (110 g a ll/m in ) w ith
a sim ilar pum p as stan d -b y are used.
In order to safeguard th e shell and
tu b e evaporator an alarm system comes
in to action if the circu latin g pum p fails
w hen one or m ore o f th e compressors
are in action, or if th e tem p eratu re of
th e brine becomes too low.
In every insulated cargo hold, th e air
is cooled in one o f the coolers o f 60 m 2,
m an u fa ctu red fro m seamless steel pipe.
By means o f v en tilatin g ducts there
is a forced circulation o f air; the adjust­
able and reversible ventilators o f w hich
have a capacity o f 5000 m 3/ h (2950
c u b .ft/m in ) each.
I f these holds are used fo r frozen
cargo, the cooling is augm ented b y w all­
coils w ith a surface o f 30 m 2 (323 s q .ft).
T he provision holds are g ra v ity cooled
b y wallcoils, except the hold fo r fru it,
w here a ventilator is used fo r th e circul­
ation of cooled air.
I n the w alk-in coolcham bers fo r the
hotel service, wallcoils are used. D istin ct
fro m th e han d served installation al­
ready described, these coolers are au to ­
m atically regulated by a th erm o stat and
a solenoid valve. T w o o f these coolers
are furnished w ith a freezer fo r m an u ­
fa c tu rin g ice cubes.
T he d rinkin g w ater cooler has a cool­
in g surface o f 4 m 2 (43 s q .ft). I n the
refrigerator compressor room scientific
p lan n in g has resulted in th e m axim um
use o f th e available space.
T his compressor room is divided in to
2 com partm ents; in one are the 4 com ­
pressors w ith startin g and d riv in g appar­
atus, in the oth er are th e condensors,
brine tanks, shell and tu b e evaporators
an d brine pum ps. In th e m ain m achine
room the cooling w ater pum ps are
m o u n ted and th e d rin k in g w a te r cooler
suspended.
W e finally m ention th a t, in o rder to
g u ard against too high pressures in the
F reon circuit on a possible o u tb reak of
fire, m elting ty p e safety devices have
been fitte d in the suction pipes o f the
compressors and a discharge valve on
th e shell and tube evaporator; these have
exhaust pipes to the fu n n el.
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General plan pipelines, ventilation, and airconditioning.
Twin screw passenger-motorship “Osloljord"
Den Norske Amerika Linje-Oslo.
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T H E A IR C O N D IT IO N IN G , V E N T IL A T IO N A N D H E A T IN G
T H E A IR C O N D IT IO N IN G
T h e airco n d itio n ing has been designed
an d delivered by B ronsw erk L td. D e­
p a rtm e n t M arine V en tilatio n and A irconditioning. A irconditioning installa­
tions are applied fo r th e first class D in ­
in g Saloon, th e T o u rists’ Class D ining
Saloon, B arbershop, B eauty P arlour and
th e hospitals.
As th e advantages o f airconditioning
are su fficien tly k n o w n we will only
m ake th e follow ing general rem arks.
In th e h u m an b o d y a co n stan t process
o f com bustion takes place, w hereby the
v ital p arts keep th e body unconsciously
an d equably on a tem p eratu re level of
ab o u t 3 7 0 C , how ever on conditions th a t
in w in te r th e cooling o f th e body w ill
n o t becom e too intense an d in sum m er
n o t too slight.
In cold zones, th e inner tem p eratu re
m u st p referab ly lie betw een 18 and
2 2 ° C depending on clothing and the
clim ate as general and th e airvelocities
an d th e rad iatio n in th e rooms as special
features.
I n tro p ical clim ates, how ever, the
tem p eratu re and th e relatively h u m id ity
o f th e air are n o rm ally too high to let
people feel com fortable resulting in heat
exhaustion in case of very unfavourable
conditions.
H o w ever, w ith th e aid of aircon­
d itio n in g it is possible to reduce the
tem p eratu re an d th e relative h u m id ity
in com bination w ith a certain airvelocity
to those conditions w hich are fallin g in ­
side the well k n o w n sum m er com fort
zone. F or th a t reason on th e m.s. Oslofjo r d an inside tem p eratu re of 27° C and
JO— 6 0 % r.h. is m aintained in the airconditioned spaces a t an outside te m ­
p eratu re o f 3 2 0 C and 7 5 % r.h.
T his is done by m eans of “B ronsw erk”
airco n d itio n in g u n its in w hich, due to
circum stances, th e air can be pre- and
reheated, dried, cooled, hum idified and
filtered whereas a t the same tim e the
airvelocity as w ell as th e m ixing p ro ­
portions o f fresh- an d recirculation air
can also be regulated.
T h e airco n d itio n ing u n its (see fig. 71)
are en tirely m ade o f alum inium . T he air
is dried and cooled in closed “B ronsw erk”
brine aircoolers w ith rem ovable covers
to m ake th e inside o f th e coolers ac­
cessible fo r cleaning purposes.
T h e cooling calories required, am o u n t­
in g to 210,000 k g c a l/ h are tak en fro m
th e cen tral cooling plant. T his cooling
p la n t has been delivered by Messrs. N .V .
K oninklijke Mij. D e Schelde at Flushing
w ho designed fo r th a t purpose, freon
com pressors o f th e ir ow n m ake. The
cooling calories required are furnished
via freon brine coolers supplying 25 m 3/ h
brine of -f- 2° C .
By m u tu a l arran g em en t w ith Messrs.
N .V . K oninklijke Mij. D e Schelde, an
ideal cooperation as to supplies an d oper­
ation of th e au to m atic regulating ap p a ra­
tu s was o b tain ed so th a t th e brine pum ps,
m a n u fa c tu re d b y th e above m e n t:oned
com pany, are autom atically sw itched on
and o ff at th e com m and of the th e r­
m ostats an d hy g ro stats o f th e a irc o n -.
ditio n in g apparatus.
T h e re g u la tin g and m aintenance o f
tem p eratu re, relative hum idity, airveloc­
ities and m ix in g air proport'ons are reg­
ulated fu lly autom atically all th e year
ro u n d w ith the aid o f regulating ap p ara­
tus o f th e p neum atic system, m ake
M inneapolis H oneyw ell R eg u lato r C o m ­
pany.
T he com pressed air required is tak en
fro m th e engine room an d by m eans o f
reducing stations it is reduced to 1 atm .
autom atic regulation can be controlled
in a simple an d surveyable way. The
sw itch boards are also provided w ith
some m anual reg u latin g knobs w ith
w hich the pressure in th e principal steer­
ing lines can be set m anually so th a t the
airconditioning installation, if desired,
can be changed over to m anual operation
a t any m om ent.
T he cleaning o f th e air is done by
means o f filters o f the th ro w -aw ay type.
These filters are filled w ith fiberglass
threads w hich have a greasy surface and
a ,h ig h d u st-catch in g capacity, due to
the large surface form ed by the n u m er­
ous very th in threads. As soon as the
filters w hich are provided w ith cheap
cardboard fram es are filled w ith dust,
th e y are th ro w n aw ay and replaced by
new ones so th a t th e tim e devouring and
d irty cleaning w ork w ith filtercells,
w hich have to be dipped in to oilpans, has
become superfluous, th e la tte r factor
Fig. 71. Bronswerk airconditioning units.
in th e airconditioning room s concerned.
This com pressed air serves b o th fo r th e
reg u la tin g and fo r the m oving pow er
of the re g u la tin g apparatus.
O w in g to th e fa c t th a t there are no
contact points (as this is th e case w ith
electric reg u la tin g ) and the airsteered
regulators possess a stu rd y co nstruction,
they are p re-em in en tly suited fo r m arine
purposes so th a t th e w o rk in g o f th e
steam valves fo r th e pre- and reheaters,
the bypass dam pers o f coolers, driers and
hum idifiers, th e changing over o f re ­
circulation air and fresh air valves as
well as th e p ro tec tio n of preheaters
against fro st is perform ed in an e f fi­
cacious an d reliable way.
T he principal regulating ap paratus
are co n cen trated on th e sw itch b o ard
(see fig. 72) so th a t the w ork in g o f th e
m uch to th e convenience o f th e over­
loaded w ork in g scheme of the technical
s ta ff on board a m odern passenger liner.
T o th e overcrow ded dining saloons
enorm ous quantities o f air have to be
supplied. T he supply, exhaust and re­
circulation o f the air is therefore effected
b y m eans of airtru n k s w hich have been
th o ro u g h ly w orked out, com bined w ith
supply- and exhaust ornam ents of spe­
cial construction so th a t each 2 -3 m in ­
utes th e to ta l cubic contents o f the
saloons are renew ed w ith o u t drau g h t
w ith air supplied fro m th e aircondition­
in g units. These airtru n k s are, just as
this is th e case w ith th e airconditioning
units, efficiently insulated w ith glasswool blankets and asbestos covers in
order to prev en t th e fo rm in g o f m oist­
ure on ducts and apparatus and to re­
over th e ship in suitable places. These
fans have a to tal airdisplacem ent of
450,000 m 3/ h whereas th e to ta l m o to ro u tp u t am ounts to 210 h p.
T he centrifugal fans are m ade o f alu­
m inium to save w eight and to m ake
them corrosion-proof. T h ey are all driven
by H eem af A C electrom otors o f the
slipring arm ature type w ith regulable
speed.
T he cu rren t supply fo r these m otors
takes place centrally fro m th e m ain
sw itch board in the engine room so th a t
th e airdisplacem ent fo r th e m echanical
ventilation and airheating th ro u g h o u t
th e whole ship can im m ediately be
stopped in case o f fire w ith one m an i­
pulation.
By means of big shafts th e fresh air
is supplied to the fanroom s an d passes
airfilters and preheaters. T hus, th e fa n ­
room s rem ain frostfree an d clean. O n
behalf of the airheating and w ith the
exception o f some cases, th e fresh air is
reheated b y airheaters, situ ated on the
suction- or exhaustside o f the supply
fan.
T he airheating can be divided in to 3
systems, i.e .:
Fig. 72. Switchboard ah conditioning.
duce the radiation of heat to a minimum.
Owing to the great number of ap­
paratus which are mounted in the airci'rcuit of the airconditioning installa­
tions (e.g. preheaters, coolers, humidi­
fiers, reheaters and filters) and owing
to the long and often complicated
supply- and recirculation airtrunk circ­
uits, the fans have to produce a rather
high pressure. Therefore, fans of the
“Bronswerk” centrifugal type;, have been
designed. These fans are equipped with
impellers which are balanced at high
speeds whereas the peripherical speeds of
the impellers as well as the suction ve­
locities have been chosen in such a way
that an absolutely vibration-free and
practically noiseless operation has been
obtained.
The supply of the air into the dining
saloons is done by means of a number of
air registers extended over the full length
of the saloons. These registers are of a
very special design, both for the archi­
tectonic and for the airtechnical part
(Design Architect J. A. van Tienhoven).
' The supply o f the air into the hospitals,
the barbershop and beauty parlour takes
place via “Bronswerk” anemostats and
by means of ornaments of special design,
which can supply considerable quantities
of air without noise and draught.
The m echanical V entilation
and A irh eatin g
The installations for the mechanical
ventilation and airheating have been
designed and delivered by Bronswerk
Ltd. Department Marine Ventilation and
Airconditioning.
The mechanical ventilation and air­
heating are performed by means of 28
supply- and 18 exhaust ventilators,
mounted in 10 fanrooms, distributed all
1. A irheating by m eans o f supply of
preheated air; this system a. o. is
applied fo r galley an d bakery.
2. A irheating by m eans o f su p p ly of
preheated- and reheated air in
com bination w ith a sin g le-tru n k
system.
3. A irheating by m eans o f supply of
pre- and reheated air in com bina­
tion w ith a d o u b le-tru n k system.
In this case, air is supplied to each
cabin by means o f tw o airtru n k s,
one for the supply o f preheated
air (a t an average tem p eratu re of
-J- 10 ° C .) ; th e o th er tran sp o rtin g
reheated air (a t an average tem ­
perature of -j- 5 5 ° C ) . Each cabin
is provided w ith a m ix in g box so
th a t the passenger can fix th e m ix ­
ing proportion o f the pre- and
reheated air him self. T h u s, the
passenger can regulate th e te m p e r­
ature of the air in his cabin over a
large range.
T h e im portance of h ea tin g system
N o . 3 becomes m ore com prehensible if
people realize th a t the opinion o f pass­
engers and crew as regards a com fortable
tem perature varies considerably, due to
th e situation o f the cabin (e. g. an
in n er- or outer cab in ), difference in
clothing and other very in d iv id u al com ­
f o r t feelings.
In this connection m en tio n should be
m ade o f the fact th a t fo r m ost people it
is very attractiv e to drop th e tem p eratu re
in th e cabin, e. g. fro m 2 0 ° C to 1 5 ° C
as soon as this room is changed fro m dayin to n ig h t com partm ent. So, the double­
tru n k system means an im p o rta n t addi­
tio n to the com fort fo r passengers and
crew. This system has been applied for
all passenger- and officers accom m oda­
tion, messrooms and com partm ents of
th e crew ; fo r the last category a t least
as far as this was necessary as regards
the situation in the ship.
"When applying th e d o u b le-tru n k sys­
tem , the extension o f the space for the
airtru n k s com pared w ith th e single­
tru n k system is n o t w o rth speaking of
as b o th airtru n k s supply fresh air in tro ­
pical zones.
T he air supplied fo r the heating sys­
tem s, as described sub 2 and 3 can also
be hum idified so th a t w hen sailing in
cold zones, the relative hum id ity can be
increased according to circum stances, as
well fo r the purpose o f com fort fo r the
passengers and crew as to prevent the
d ry in g o u t o f th e w oodw ork.
For all installations designed the tem ­
p erature and the relative h u m id ity of the
air can be regulated autom atically w ith
the aid o f pneum atic regulating appara­
tus o f the system, described above.
T he airsupply in th e cabins takes
place b y means o f com bined lig h t-air
ornam ents (fig. 73) w ith w hich the air
is supplied w ith o u t d ra u g h t and noise.
V ery interesting is th e supply of air
to th e galley, w hich is effected by means
o f a p erfo rated alum inium sheet ceiling.
T he whole ceiling is k e p t under over­
pressure so th a t a very even and a ttra c t­
ive ventilation is obtained in spite of the
fa c t th a t the quantities of air are so
enorm ous th a t th e cubic contents of the
galley are every m inute com pletely re­
new ed by fresh air.
In spite o f this considerable airsupply
th e galley is y et k ep t under u n d er­
pressure, because the quantities o f air,
w hich are exhausted, are still 50 %
higher th a n the q u a n tity o f supplied air.
Also m uch atten tio n has been paid to
th e exhaust o f th e bakeries, messrooms,
toilets etc. so th a t ill sm elling air which
m ay be developed, cannot spread thro u g h
th e ship b u t is im m ediately exhausted
on the spot.
V entilation of the Engine room
T he engine room ventilation has been
designed by B ronsw erk L td. D e p a rt­
m en t M arine V entilation and A irconditioning, in close cooperation w ith the
K oninklijke-M achinefabriek G ebr. Stork
& Co. th e suppliers o f th e entire engine
rooms installation.
For the engine room ventilation, axial
fans, m ake A E R E X , have been designed,
driven by regulable H eem af A C electro­
m otors o f th e slipring arm atu re type.
In to ta l th ey have a capacity o f 210,000
m 3/ h whereas th e to ta l m o to r o u tp u t
am ounts to ab o u t 42 hp.
T he air is com pletely d istributed
th ro u g h the engine rooms via large air­
tru n k s w ith decades o f branch ducts to
the operating stands, dynam os, dead
corners and the space betw een floorp latin g and tan k to p .
W hen the outside tem perature is too
low, p a rt o f the supplied air can be
supplied directly to th e blower room b y
opening sh o rt circuit valves in th e supply
shafts.
A t th e back o f the m ain sw itchboard
th e various electric apparatus, which are
o f vital im portance, are m ounted. In
concert w ith Messrs. Groeneveld v. d.
Poll & Co., th e suppliers of the electrical
plants on the ship, it has been decided
to have th e ventilation of the space be­
hin d the m ain sw itchboard n o t per­
form ed b y fresh air, supplied imme­
diately fro m outside, b u t to design for
this purpose a separate ventilation group
w ith the aid o f w hich the air can be
heated and cleaned. In this way the
electric apparatus are n o t continuously
ventilated w ith cold, hum id and some­
times du sty air b u t w ith preheated, dried
and cleaned air so th a t their life is con­
siderably extended, especially w hen oper­
atin g in the N o rth -A tla n tic service.
ELECTRIC IN STA LLA TIO N
Pow er plant
p o rtan t fact, as the q u a n tity of cables
on a m odern ship is ever increasing.
This cable-run is accessible over the
whole deckheight on each deck by means
of steel doors and the possibility was
here to fit also the various ju n ctio n boxes for fire-indicators, alarm , tele­
phones, clocks and suchlike.
D irectly besides this cable-run steel
niches are provided in w hich distributionboards for lighting, power a.s.o. are
m ounted (see illustration 7 5 ).
220 Volts, three-phase Star converters.
These converters are connected to a
double busbar system, so th at the o u t­
going groups are provided with change­
over switches. The adjustm ent of the
voltage can be done both m anually and
automatically.
Motors of the air conditioning, m otors
of the central ventilation, motors of the
room ventilation, lifts, fluorescent lamps,
Osira-lighting (H ightension) are con­
nected to the three-phase distribution
circuit.
In behalf of the generating of current
totally 4 Diesel generators are placed in
the auxiliary engine room, viz.
tw o 600 kW , 220 Volts D.C. Diesel
generators,
tw o 45 0 kW , 220 Volts D.C. Diesel
generators.
. T h e total o utput of these generators
am ounts to 2100 kW .
T he generators are designed with com­
pound w inding and can be connected in
parallel.
T he minus-pole is earthed so th at the
single-pole system is applied.
A ll motors, heating apparatus and
lighting are connected to the D.C. 220
Volts plant, with the exception of a part
specified below.
Main switchboard
Distribution
The main sw itchboard consists o f 2
parts, viz. a board for operation and a
fram e, as per the description underneath:
(see illustration 74)
This ship is divided into five sections,.
These sections are separated by w ater­
tight and fireproof bulkheads.
Each section has its own vertical run
for the cables. D uring the ship’s con­
struction these cable-runs have been
considered w ith, which is a very im ­
Conversion
Besides the main switchboard are
placed for this purpose: tw o 175 kVA,
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In ten removable light-grey col­
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strum ents, pilot lamps, operation-knobs
and suchlike are m ounted, w hilst also
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a blind diagram has been m ounted which
facilitates the operation (see fig. 7 6 ).
Frame for autom atic circu it breakers
b.
All electric operated circuit break­
ers of the generators and of the outgoing
groups are assembled on this fram e.
These circuit breakers have a breaking
capacity of 50,000 amps (see fig. 77).
Besides the m ax. relays and reverse
cu rren t relays the generator circuit
breakers are also provided w ith a max.
relay fo r the autom atic disconnection of
n o n -im p o rtan t groups in case of over­
load.
T he reverse cu rren t- and overload re­
lays are of the m oving coil system and
connected to the sh u n t of the ammeter.
By dividing the sw itchboard in tw o
parts the advantages of the alive system
are obtained, viz. the easy control of the
apparatus and its exchange, together
w ith the dead fro n t.
The wiring between both parts in be­
half of the measuring instruments, pilot
lamps, operation-knobs a.s.o. is per­
formed in Pyrotenax cable (see print 7 9 ),
which promotes the reliability of action.
The fuses up till 60 amps are of the
diazed type, whilst upwards of 60 amps
fuses of the explosionproof-type are
applied.
D istrib u tion boards
Cable w orks .
In the engine room and in the other
rooms sheet steel and cast-iron distribution-boards are placed.
This can be divided as follows:
a. the interconnection between dy­
namo. and main switchboard is made in
bare copper busbars in ventilated closed
steel trunks.
b. the outgoing cables of the power
groups of the main switchboard are de­
signed with paper insulation. The ends
of these cables are provided with sockets.
c. the outgoing cables of the lighting-
These distribution-boards are amply
designed; the sockets of the paper insu­
lated cables are fitted in these boards.
The distribution-boards in the passages
on the various decks are assembled of
sections and placed in steel niches which
can be shut off by means of steel doors.
and three-phase cu rren t groups of the
main sw itchboard are designed in ru b ­
ber lead covered braided cables.
d. the cables of groups fro m the
power distribution-boards consist also
of rubber lead covered braided cable.
e. the cables of groups from the lig h t­
ing distribution-boards are designed al­
so in rubber lead covered braided cable
up till the juncti'on-boxes near the cabins.
ƒ. the wirings in cabins an d saloons
consist o f H .R . cable in galvanised steel
tube. This tube is placed behind the
walls and ceiling woodworks.
Boxes are m ounted behind the or­
naments, switches and sockets, which
permits an easy access to the wirings
w ithout dism antling bulkheads or ceil­
ings.
The w iring between distribution-board
and lighting-connections, sockets a.s.o.
is designed double-pole.
The m inus-pole is earthed behind the
main switch of th e distribution-board.
Power installation
The power installation consists of the
following parts, v iz .:
1 anchor winch,
4 capstans,
4 cranes,
8 winches,
2 lifeboat winches, ■
2 steering engines,
210 motors, o u tp u t in to tal 2700 hp, .
6 5 heating apparatus, o u tp u t in total
345 k W .
Lighting installation
For the lighting installation are fitted :
4000 connections,
400 m of fluorescent lamps,
420 ft. o f . O sira-lighting (H ig h ten ­
sion).
Fig. 76. I/Lain switchboard (controlboard).
lighting becomes extraordinary equal
along the whole length of the coves.
These fluorescent tubulars are manu­
factured in an extensive range of colours
which creates the possibility to project a
lighting with a tint which suits the best
for the relative room.
It is used in this case the colours
“ivory55 a yellow-white tint, and “am­
ber55 an orange-yellow colour. The result
is a particular nice warm colour, which
renders moreover the complexion, make­
up of the ladies, food and drinks in the
natural colours.
The connection in the Social Hall per­
mits the separate switching-in of the
various colours so that if desired, e.g. at
a dance-evening the whole ceiling, or a
part of it, can be lighted in a warm
orange-yellow colour.
I t is w orth m entioning to state th a t
w hen applying glow lamps so as to
achieve a similar effect the cu rren t con­
sum ption w ould be 3 or 4 times as high.
Fig. 77. Main switchboard (circuit breakers).
Fig. 78. Diagram low~tensionboard.
Ali cabins, saloons and passages a.s.o.
are provided w ith an appropriate lig h t­
ing.
Fluorescent lamps 220 Volts A .C . are
applied in the follow ing rooms, v iz .:
pursers5 offices,
shops,
barbershop,
; entrance halls,
w inter gar den,
bar Cabin class,
dome dining saloon T ourist class,
glass panels dining saloon C abin class,
and in some w orking rooms.
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These lamps type T L -40 and T L -20,
P /2 9 , of the m ake Philips, are fitte d on
special fittings.
Osira tube lighting are fitte d in the
following rooms, viz.: D om e dining
saloon Cabin class and Social H all C abin
class.
In behalf o f it in th e Dom e dining
saloon tw o w hite and one gold coloured
tubulars are fitted.
Two tubulars, viz. one w hite and one
gold coloured are fitte d in the Social
H all. T he voltage under load o f these
tubulars am ounts to + 5000 Volts A.C.
This lighting with Osira tubulars de­
serves special attention.
The pleasant effect of the cove lig h t­
ing in these tw o saloons is obtained by
the application of fluorescent tubulars
w ith cold cathode. C o n trary to th e t u ­
bulars w ith heated cathode (so-called T L tu b u lars), these tubulars can be . bent
entirely according to the cove's shape.
Furtherm ore its m an u factu rin g and f it­
tin g avoids any interruptions, thus no
dark spots on the ceiling. By th e w ay th e
SWITCHBOARD
SWITCHBOARD
22 0V=
220 V-V
2,5 kVA. 50 Hz.
T he average lifetim e o f these lighting
tu b u lars am ounts to 10,000 hours and
th e fu rth e r m aintenance costs comprise
alm ost only the reg u lar cleaning o f the
tubu lars.
E m ergency plant
(see illu stra tio n 74)
O ne 50 k W , 220 V olts D .C . Dieselgenerator takes care of the cu rren t gene­
ra tin g fo r the em ergency plant.
I t is possible to connect th e em ergencydynam o to th e busbars of th e m ain
sw itchboard so th a t in docks or else­
w here th e lig h tin g and some pum ps m ay
be fed b y it.
T he n u m b er of em ergency lam ps fitte d
p erm its a su fficien t lig h tin g o f passages,
saloons and engine rooms w hen the m ain
lig h tin g w ould be disconnected.
In b eh alf o f th e lifeb o at’s em ergency
lig h tin g lam ps are fitte d near the stair­
cases outside th e deckhouses and near the
em b ark in g places. For lig h tin g outboard
searchlights are placed. A ll lifeboatlam ps
can be sw itched-in or o u t on th e bridge;
b o th fo r starb o ard and portside a separate
sw itch is fitte d on the bridge.
Low tension p la n t
(see illu stratio n 78)
U n d e r n orm al conditions the low ten ­
sion p la n t is fed b y tw o 175 k V A con­
verters.
I f these converters are n o t w orking,
fo r instance in dock or elsewhere, one
i y 2 k V A 220 V olts A .C . auxiliary con­
v erter takes care o f th e supply during
th e said period.
In order to get a n o n -in te rru p te d
supply also at faults in one of the feed­
ings, it is connected in parallel to the
rectifiers a N ife accum ulator.
T he m etal rectifiers are designed for
forced and drop charge.
T he whole feeding system is divided
in to fo u r p arts com prising each a m etal
rectifier and accum ulator and at faults,
if any, there is spare enough because each
of the rectifiers is dim ensioned to take
over th e w o rk in g o f a second one.
T he follow ing plants are connected to
these supply sources.
A u x ilia r y em ergency lig h tin g
F or th e period betw een the dropping
o f th e circu it voltage and the sta rtin g of
th e em ergency dynam o it is fitte d on
th e m ost im p o rta n t places an auxiliary
em ergency lighting, viz. in the follow ­
ing room s: ch art room , wireless’ cabin,
em ergency dynam o room , engine room
and auxiliary engine room .
T h e lig h tin g is p u t in to action au to ­
m atically as soon as th e voltage o f the
lig h tin g circuit drops.
Loudspeaking telephone
T his p la n t consists of 14 apparatus
w hich are used fo r the interconnections
Fig. 79. Detail controlboard.
o f the N a u tic a l Service. T he loudspeak­
ing telephone p la n t is com pleted w ith a
loudhailer p lan t, fo r w hich one loudhailer is fitte d on the bridge w ings w ith
a portable m icrophone on the bridge.
I t is placed on the bridge also a back
ta lk hailer w ith loudspeakers o n th e
aftship, forecastle and near the lifeboats
b oth on starb o ard and portside..
C lock plant
In saloons and service quarters electric
clocks are placed, in w aterp ro o f design if
necessary and surface- or flushm ounted
in walls.
T he m aster clock is placed in the chart
room ; it can be p u t back or forw ard
m anually or autom atically.
Fire in d icatin g system
A u tom atic telephone plant (Comprising
3 1 connections )
T he design o f this installation perm its
th e in terc o n n ectio n of all apparatus via
one handpost w ith the subscribers on th e
shore. A t absence o f the h andpost a tte n d ­
an t s ta ff 4 apparatus can be sw itched to
the shore directly a t im p o rta n t places.
Fire indicators are placed at all im ­
p o rta n t places. These indicators are lig h t­
ed by a red lam p w hich is connected to
the em ergency lighting. A p u sh -b u tto n
is m ounted behind a w indow of glass for
the in terru p tio n o f th e closed circuit of
the board w hich is placed in the chart
room.
For each indicator a lam p is fitte d on
this board. Together w ith the lightening
of the lam p a claxon comes in action.
Luminous call system in the cabins
N ear each cabin door, of the passen­
gers’ and officers’ cabins as well, a lamp
is fitted w ith reset device.
W hen pushing the push-button near
each bed, the lamp is lighting up. This
signal is indicated on the board in the
d eckpantry in groups of 6 cabins, by
means o f a lamp, whilst also during the
period the b u tto n is pushed, a buzzer
releases in the deckpantry.
For th e bathrooms a similar plant is
fitte d fo r the calling.
,
A control plant is placed in the Chief Steward’s office, on which a lamp is fitted
fo r the board o f each deckpantry.
Moreover in the saloons and on the
prom enade decks push-buttons are fitted
on various spots, w ith indicators in the
bar.
Various plants
A larm plant: For the alarm ing of the
passengers and fo r the crew are fitted:
35 claxons and 2 sirens, which can be
, operated on the bridge.
R udder indicator: I t is fitted for the
rudder indicator on th e bridge one re­
corder w ith transm itter on the rudder.
'W atertight doors: 11 w atertight doors
driven by electric m otors are divided
over the whole ship. These electric motors
can be p u t in action in parts by an auxil­
iary cu rren t controller.
Engine telegraph: For the engine tele­
graph are fitted: 2 double transm itters
on the bridge wings, w ith 2 single re­
ceivers in the engine room.
R evolution indicator: O n the bridge
and in the chief-engineer’s cabin electric
recorders are fitted, recording the revol­
ution o f the m ain motors.
In the chief-engineer’s cabin are fitted
also 4 ammeters, w hich indicate the load
of the generators.
Whistles: Tw o whistles in total are
fitted, v iz.: one in the foremast and one
in the funnel.
W hen it is foggy or suchlike the two
whistles are operated from the bridge,
both m anually by means of a push­
b u tto n , or automatically.
Siren: I t is fitted on the funnel one
siren w hich is electric operated on the
bridge.
Ship’s hell: A ship’s bell is fitted on
the forecastle, which can be electric
operated either from the bridge, crows
nest or from the forecastle.
Moreover a change-over switch is fitted
on the bridge which keeps this bell auto­
m atically w orking when the weather is
f°ggyA uto m a tic door opening device: The
doors between pantries and dining sal­
oons are autom atically opened by means
of a photocell which puts in action a
pneum atic device.
The doors open if the lightbeam, which
is fitted about 1 m eter before the door,
is interrupted by the servants and close
themselves autom atically when the lig h t­
beam is closed.
A larm device in behalf o f the propul­
sion: A n alarm panel is fitted in the
auxiliary- and m ain engine room re­
cording the rig h t w orking of the steer­
ing engines, all im portant pumps and
those devices which are necessary fo r the
propulsion.
Behind the transparant nameplates of
the relative plants a lamp glows over a
resistance, when they are working.
A t alarm the resistance is switchedoff, the lamp is going to give a brillant
light and a claxon is working.
The claxon can be adjusted fo r each
plant separately and it is ready fo r the
next alarm.
I f the fa u lt is neutralised the lam p is
going to glow again via the resistance.
Moreover are fitte d on board: gyro­
compass, echosounder, 2 radars (3 and
10 cm wave lengths), Sallog, pyrom eters,
smoke indicator, direction finder, radio
transm itting plants, and radio telephone
plants.
Sound distribution system
The sound distribution and public
address system, installed by N ed. Tel.
Mij. “R adio-H olland” , Am sterdam, is of
unique design.
The system serves tw o purposes at the
same time:
Firstly it provides entertainm ent
through the distribution of broadcast
programs or disc recordings to any de­
sired p art of the ship.
Secondly it meets the need for a public
address system b y means of which in ­
form ation of a general nature or special
announcements may be made to passen­
gers or crew in any or all parts of the ship.
I t m ay obviously also be used as a
paging system.
The m ain control panel is installed on
the bridgedeck. It i s . composed o f a
sturdy rack, divided into com partm ents
containing the units, and it is well suited
to w ithstand seagoing conditions.
I t houses a high quality broadcast re­
ceiver designed for reception of any
broadcast program in the medium and
short wave bands. A nother com partm ent
contains a record player. Two 60 W a tt
amplifiers, raise the sound to the desired
level. The amplifiers, which are of ex­
cellent workm anship, are provided w ith
bass and treble controls and have separate
inputs fo r radio, p ick-up and m icro­
phones.
Loudspeakers are placed in all saloons,
dining rooms and on decks. Even the
swim m ing pool is n o t forgotten. I t m ay
be m entioned here th a t all loudspeakers
have individual volum e controls, to suit
the demands of the m om ent or th e Ideal­
ity. F or instance a pleasing background
of soft music m ay be created in the
dining room or the bar, while on decks
volum e m ay be tu rn e d up or tu rn ed o ff
altogether, if so desired.
Loudspeakers in saloons are u n o b ­
trusively placed in th e panelling of the
walls, so as n o t to d istract fro m the
beauty of the in terior decorating, yet
they are judicially placed to ensure u n i­
form distribution of sound th ro u g h o u t
the spaces to be served.
O ne m icrophone is attached to the
control panel, another is placed on the
bridge, while the th ird is situated in the
captain’s room. I t is clear th a t the m icro­
phones should have p rio rity over music.
This is obviously a desirable feature in
case of emergency, no precious tim e being
lost in arranging for a broadcast, as the
system, is ready for instantaneous use at
any time. The m aster m icrophone, m ore­
over, has priority over m usic as well as
over the other microphones.
T he installation, th o u g h complex in
construction, is extrem ely sim plein oper­
ation. T he mere flipping o f a switch
places the installation at th e disposal of
the m aster or th e officers on the bridge.
A n elaborate relay system takes care of
all necessary sw itching simultaneously.
I t autom atically switches on th e power
supply, if the system were n o t in use,
connects the m icrophone, disconnects the
broadcast receiver or record player, if
either of them were in use at the m om ent,
and connects all loudspeakers to a d iff­
erent outgoing netw ork, so th a t an­
nouncem ents are made at ju st the desired
volum e to override local noise. This v o l­
ume is pre-set by a m aster volum e control
on the panel and is quite independent o f
the settings of th e local volum e controls.
A fte r the system has been used for an­
nouncements, th e n atu re of w hich justi­
fied interruptio n of broadcast program s,
it is at once restored to norm al b y simply
flipping the m icrophone sw itch back to
“m usic” .
Facilities are also provided fo r the
distribution of music originating in th e
first class social hall, the first class dining
room or th e to u rist class social hall, to
other spaces on the ship. By simply
plugging in a m icrophone th e en tertain ­
m ent provided by th e ship’s band m ay be
repeated i n other parts of the ship from
whichever spot the band m ig h t be play­
ing at the time.
SEMTEX DEC KCO VERIN GS
*
All the Underlays on board
M.S. “ O S LO FJO R D ”
for Linoleum, Rubber, Parquetry and
C e ra m ic Tiles, w ere laid by us in
SEMTEX FLEXIMERS
to a total area of well over 9 0 0 0 m 2
N.V. NEDERIANDSCHE DUNLOP
RUBBER EN BANDEN MAATSCHAPPIJ
WEESPERZIJDE 144-147, AMSTERDAM (O.) TEL 5 1 1 7 8 -5 4 1 5 8
R EPRESENTED IN N O R W A Y BY S H IP P IN G S E R V IC E S A/S., O S L O
ALLE ELECTROMOTOREN
IN DE M ACHINEKAM ER
VAN HET M.S. OSLOFJORD
th e
B R IT IS H T H O M S O N -H O U S T O N Co.. l t d
BTH levért voorts voor gebruik op schepen : Turbo- en Dieselelectrische voortstuwingsinstallaties, dynamo's, electrom otoren,
regel- en aanloopapparaten, bedieningspanelen en lessenaars,
tandw ieloverbrengingen, tach o m eters, ontstekingsm agneten,
W .L . en constantstroomsystemen, amplidynes, omvormers, ver­
lichting en verwarm ing, geluidsfiJmprojectie, radarinstallaties, énz.
N.V. I N T E R N A T I O N A L E T E C H N I S C H E EN C H E M I S C H E HANDEL MI J .
'S-GRAVENHAGE
KNEUT ERDI J K 2 A
TEL. 1 8 2 6 3 5 - 3 6 - 3 7
I N D E X T O A D V E R T IS E R S
Nederlandsche Dunlop Rubber en Banden Maatschappij, N.V., Am­
sterdam (XXIX)
Nederlandsche Steenwolfabriek, N.V., R otterdam (XIII)
Nedeximpo, N.V., Amsterdam (XV)
Nijs, Meubelfabriek de, Rotterdam (III)
“ Otis” Liften- en Roltrappenfabriek N.V. i.o., Nederlandse, Amster­
dam (XXXVI)
Ougrée Handelmaatschappij, N.V., Amsterdam (XXXII)
Pander & Zonen, H., The Hague (XXV)
Pannevis, Machinefabriek, Utrecht (XLIX)
Peck & Co. N.V., Amsterdam (L)
Peiffer’s Mechanical Chair Factory and Upholstery, Rottei'dam (XIX)
Profiltra, Technische Handel en Ixxdustrie, Amsterdam (XL)
Rawi Factories, Winschoten (XLVI)
Reens, Ned. Fabriek'voor Betimmeringen v /h Gebr., A msterdam (XLII)
Riddei-, P. F. L. de, Amsterdam (LII)
Rietbergen Metaalexport, N.V., Essclien, Belgium (XLII)
RÜn N.V., H. J. van der, Amsterdam (LI)
Schelde, Royal Shipbuilding Company De, Flushing (XI)
Schoen & Zoon Ltd., Pieter, Rotterdam (XLVIII)
Smits & Co., J. L. H., Wapenveld (XL)
Spronk, Machinefabriek, Rotterdam (XVIII)
Standard Amerikaansclie Petroleum Compagnie N.V., The Hague (XIV)
Stoel’s Handel Mij., Alkmaar (L)
Stork & Co. N.V., Kon. Machinefabriek Gebr,, Hengelo (I)
Tevema, Amsterdam (L)
Todd, C. W., Amsterdam (XIX)
Veder Ltd., N.V. Handelsvennootschap form erly Hendrik, Rotterdam
(XIX)
Vereenigde Tankreederij, N.V., Rotterdam (XLIX)
Verhoef, Aluminium Shipbuilding Industry, Aalsmeer (XLV)
Vis & Co. N.V., Johan, Amsterdam (XLIV)
Vi- Spring Products Ltd., London (England) (XXIV)
Vlieger, Ingenieursbureau, Amsterdam (XXXI)
“Voorwaarts” N.V., Amsterdam (XXXVI)
Vos, Engine Works Herman J., Dordrecht (LI)
W ilmeta C.V., Metaahvarenfabriek, R otterdam (XLIV)
Wingerden & Zonen, Fa. H. It. van, Gorinchem (XLIV)
Wire Weaving Company Ltd., Dinxperlo (XV)
Wits & Zonen N.V., W. It., Amsterdam (XXXII)
Wyex-s Industrie- en Handelsonderneming N.V., J. P., Amstei-dam (XII)
Zeevenhoven & Co. N.V., Rotterdam (XXXVII)
Aabe W ollenstoffen en W ollendekenfabrieken N.V., Tilburg (XXVI)
Allan & Co., N.V., R otterdam (XXXIX)
Amsterdamsclie Bank, Incasso-Bank, Amsterdam (II)
André de la P orte & Co. N.V., P. C., H aarlem (X)
Atlas, N.V. L ichtdrukpapierfabriek, Delft (XXXIX)
Avedko C.V., Handelmaatschappij, Dordrecht (LII)
Bakker & Co., N.V. y /h , Ridderkerk (XXIV)
Beha F abrikker, Porsgrunn, Norway (IV)
Benzine en Petroleum H andel Maatschappij N.V., A m sterdam (page
3 cover)
B ernet & Co. N.V., W., A msterdam (XXVII)
Bronswerk, N.V., A m sterdam (VIII and IX)
Bruynzeel F ineerfabriek N.V., Zaandam (VII)
Cleton, Int. Techn. Trading Co. Ltd., Rotterdam (XXV)
Diepeveen & Co. N.V., W. B., R otterdam (XXIII)
Giessen’s W erktuigenfabriok, N.V. C. van der, K rimpen a /d IJssel (L)
Groeneveld, v. d. Poll & Co.’s Eleetrot. Fabriek N.V., Amsterdam
(XXXIV)
Grootenbuis, Fa. Wm. C., R otterdam (XLI and XVIII)
H aan, N.V. v /h J. C. den, Gorinchem (XX)
H astie & Co. Ltd., John, Greenock, England (V)
Heemaf, Hengelo (XIX)
H olland Insulated W ire- and Cableworks Ltd., A msterdam (XII)
H o u ttuin’s M achinefabriek, U trecht (XLVIII)
In d u stria, R otterdam (XXXVI)
„In d u strie” v /h Van Lohuizen & Co., N.V., Vaassen (XXXIII)
Intechm ij, N.V., The Hague (XXX)
Isola, N.V. Reform Isoleerbedrijf, Hilversum (XVI)
Janszen, Ir. J., The Hague (page 2 cover)
Kam N.V., Gebrs., R otterdam (XXI)
Keip, F irm a Oscar, Groningen (XXXVIII)
K oninklijke Nederlandsche Grofsmederij, Leiden (XXXIX)
K oninklijke Vereenigde Tapijtfabrieken N.V., Moordrecht (XLVIT)
K racht N.V., Ingenieursbureau, The Hague (XVII)
Laagland, N.V. Industrie en Handelmij., R otterdam (XLVI)
Landaal-Schelde, N.V., U trecht (VI)
Lee N.V., G. v. d., Oudewater (XX)
“ Lernet Chrom ium ”, H. v. d. Horst N.V., Hilversum (XXVIII)
Linoleum Krommenie, Krommenie (XXII)
M etropolitan-Vickers Electr. E xport Co. Ltd., The Hague (XLIII)
Nederlandsche A lum inium Maatschappij, N.V., U trecht (XXXV)
N ederlandsche Dok en Scheepsbouw Mij., Amsterdam (page 4 cover)
I N G E N I E U R S B U R E A U
CONTRACTORS
O F F IC E S
L I E G
OF M E R C H A N T V E SSE L S, TRAW LERS AND
MATERIAL
BR AN C H
V
FOR
AND
FOREIGN
ACCOUNT
R EPRESENTATIVE S
C A IR O A N D
IN
ON
DUTCH
PRETORIA,
RO TTERDAM
E R
DREDGER-
YARDS.
LISBON,
PARIS, N A M U R
'
VvPv'ÿ
UMOJUITS EN ZONEN N.V.
/
V -t
;. BI
PUI
II
heeft de
V
??
UüUWARDEN
AMSTERDAM
I
vvï %
geschilderd
UTRECHT COONINCEN
‘ ROTTERDAM
W i^ ï
H U IS S C H ILD E R S W S C ^E E P S S C H itD S R S
D E C O R A TE U R S
N .V .
O U G R É E
H A N D E L M A A T S C H A P P IJ
B E Z U ID E N H O U T S C H E W E G 91
THE HAGUE
T e l e p h o n e 772064, T e l e g r a m - a d r e s : M a r i g r é e
v*r
SHIPBUILDING-MATERIALS
PLATES
BARS
ALL SECTIONS
N.V " I n d u s t r i e "
v/h van Lohuizen & C o
Vaassen j(Holland)
Manufacturers of Joinerflttings of corrosion - resistant
Aluminium - Alloy. (Hydronalium , similar to M .G . 7 )
G RO ENPO L
E le ctrica l E n gin eers
in sta lled
the e l e c t r i c
p lan t
Not only the wiring
.
and switchboards have
been made by us, but
we also delivered the
deck auxiliaries of
our factory ASEA.
r o &
n p o l ”
m
e a n s :
e l e c t r i c a l
r e l i a
b
i l i t y
Bauduin
,,G
0
Groeneveld. v.d. Poll & Co’s
electrotechnische
Amsterdam
Rotterdam
Wormerveer
Groningen
fabriek
n.v.
W e made the
Alum inium Alloys of w hich
the Funnel, M otorlaunches
etc. fo r the O slo fjord
were constructed.
N.V. N E D E R L A N D S C H E
ALUMINIUM
M A A TS C H A P P IJ - UTRECHT
MANUFACTURERS
OF
SHEETS,
SECTIONS
and
TUBES
A ll electric lighting fittings and m ounting m ateiials o/b m.s. Oslofjord, installed by Messrs. Groeneveld, v. d. Poll & Co., have been
made by „ In d u stria" Rotterdam, specialists in lighting and lighting equipment over more than 30 years.
M a c h in e fa b r ie k
„VOORWAARTS"«y
Schaafsiraat 1 8 -2 0 , A m s ie rd a m -N
Telefoon 60010-60011
N e d e r la n d s e
„OTIS'' liften- en
ROLTRAPPENFABRIEK NV. i.o.
S chaafsiraai 1 8 -2 0 , A m s ie rd a m -N
Telefoon 61184
k
~k
Koelinstallaties
voor schepen
Pijpleidingen
Laadgerei
maakte en installeerde
8 O TIS liften
aan boord van het
m.s. „Oslofjord"
Kettingtoetsinrichting
★
tot 30 ton
„ O T IS Service"
over de gehele w ereld
RIVETING
' f c
★
R IV E T IN G - A N D C H IP P IN G H A M M E R S
th e fam ous B o y e r H a m m e r
in A n g l o - A m e r ic a n style and
P rem a g H am m ers
in G e r m a n Style
P N E U M A T I C DRILLS A N D R E A M E R S
P N E U M A T IC IM P A C T W R E N C H E S
i j *
f\
I
r
«
K
T
-
T
u
tW
WELDING
J air-cooled compressors, compact
and reliable in capacities ranging
from 2 to 1 5 M 1 per minute.
(la rg e r capacities available in ether models)
automatic arc welding instal­
lations, type „MARINE" for
Deckwelding
I ZEEVENHOOVEN 8. C O . N.V.
R O T T ER D A M
M a n u f a c t u r e r s : Fa. O S C A R K E I P - G r o n i n g e n ( N e t h e r l a n d s )
W r i t e for free c a t a l o g u e s
rmiiminiy aiiu
vii iscitiiI
■ H V * -‘f
} ‘\l* 4 „-.«i ;
ih h m h s i
EGO
DÂMKETTINGEN
EtECTRISCH GELAST:
tr a n s p a r a n te p o s itie v e n . I n 12 se c o n v o lk o m e n d ro o g . E e n s te u n v o o r
, e e n c o n ta c tm o g e lijk e e n r e c la m e v o r m , d ie
w e in ig k o st, zelfs g e e n m o e ite .
0 7 . A L H .) d ry f o to ’s z ijn in se p ia , b la u w of
d u b b e lto o n . Z ij o n d e r s c h e id e n z ic h in n ie ts
v an elk e a n d e re fo to . Z e lfs d e g la n s ligt e ro p .
S c h r i j f t o n s . P e r k e r e n d e post: o n tv a n g t. U
m o n ste rs .
N.V. LICHTDRUK PAPIER FABRIEK
BRAB. TURFMARKT 2 0 -2 2 - TEL. 2 3 9 2 - DELFT
IE ATLAS
ENIGE FABRIEK IN NEDERLAND, DIE OZALID PAPIEREN MAAKT
FIREPROOF!
COLD STORAGE INSULATION
now also used for R efrig e ra te d Cargo- and
Provision H olds of M .S. " O S L O F J O R D "
BX-4.M STONEFELT BLANKETS
tiiini it m ftn iiH H im »
••
••
•••
Low Conductivity
Fireproof
Lightweight
Moisture repellent
Rigid
Jointless
Elastic
• Verminprooj
• Durable
• Economical
A safer, lighter, b etter and m ore econom ical In su ­
lation for R efrigerated Holds, F irescreen B ulkheads,
H ull, D ecks, M achinery C asing, etc. Made from
stone fibres lightly treated w ith odourless asphalt
and felted into rigid, resilient blankets.
Also available for making ships fire
safe
J-M MARINE JOINER PANELS
• Fireproof
• Lightweight
• Screw holding
m Moisture resisting
Norwegian
finest ship
p ro te c te d b y
- >>.. ■){ y, i ," ■ ' 'i
ship paints
painted o r veneered lightw eight in su latin g panels
made from asbestos w ith an inorganic b in d er for
w alls and ceilings.
All materials approved by U. S. Coast Guard, meeting
requirements of the U. S. Maritime Commission and
the U. S. Public Health Service and in comformity
with the International Conference on Safety of Life
at Sea, London.
Over 30 M illion F eet of these safe Shipbuilding
Materials now in use on Liners, Freighters, Tankers and
on such fine ships as s.s. "Am erica” , "W illem Ruys”
and N O W A L S O O N M.S. " O S L O F J O R D ” .
TECHNISCHE HANDEL & INDUSTRIE
OSLOFJORD
IS FITTED
W IT H
S T O N E ’S
photograph by “ Aero-H olland'
WINDOWS,
A L L -E L E C T R IC
W A T E R T IG H T
DOOR CONTROL
S Y S T E M AND
SEWAGE SY STEM
I
SfONi
& COMPANY LTD
DEPTFORD, LONDON
Interiors o f the “Oslofjord”
showing Stone’s windows and
All-electric Watertight Door
LO N D O N O FFIC E
O C E A N IC HOUSE, la COCKSPUR ST.
LO N D O N , S.W.l.
A G E N T S F O R H O L L A N D : F A . W M . C. G R O O T E N H U I S , R O T T E R D A M
NEDERLANDSE FABRIEK VOOR BETIMMERINGEN
■ .-, >■
'*■■' / v .', ; ’’ **^. ■<».,'
■. '■’' r>‘ -• **■-•
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. . ** (;,
.... ’ * ..a .
*
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*
*...V <*."j.. ■ • '•
1
**>, -
^
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... :
VOORHEEN GEBR.
REENS
A M STER D A M
H l
DISTELWEG 105, TEL. 60082-60083
iflb ü
A’**'l
L E V E R A N C IE R
OP
M.S. „ O S L O F J O R D ”
VAN
DE
ROOKSALON i=klasse
LOUNGE
TOERISTEN KLASSE
everancier van:
gietstalen vormstukken in
iedere uitvoering (bewerkt
zowel als onbewerkt) tot een
stukgewicht van 20.000 kg
N .V .
R I E T B E R G E N
M E T A A L E X P O R T
ESSCHEN
BI J
A N T W E R P E N - BELGIË «TELEFOON
50
Algemeen agent van:
COMPAGNIE
SO C IÉTÉ
A N O N Y M E
GÉNÉRALE
DES A C I E R S
TH Y -LE-C H ATE AU
D r e d g e r Installations.
T he “Triple G rab” Dredger “ Mersey N o. 26”
during her sea trials. T he ship is provided with
a complete Diesel-electric installation for twinscrew propulsion as well as for dredging. T he
schem e incorporates the “ constant current” sy­
stem with M etadyne control.
Crane
Installations.
This 200-ton “M am m oth” floating crane is arrang­
ed for all-electric drive and is provided with its
own diesel-generator set. The crane was built by
Messrs. W erf Gusto and is in service with the
“M ersey Docks and H arbour Board” in Liverpool.
Electrical Equipment with “Metadyne” control for large
self-propelling Dredgers
Steam Turbines, Back-Pressure Turbines, Gas-Turbines
Welding Electrodes and complete Welding installations
for Dockyards
Motor-Generators and Controlgear for ships
Electrical Equipment for Harbour and Floating cranes
Office in Holland:
LT D .
ELECTRICAL
T R A F F O R D
P A R K
-
M A N C H E S T E R
17.
M E T R O P O L IT A N -VICKERS
ELECTRICA L EXPORT Co. Ltd.
Carel van Bylandtlaan 2, ’s-Gravenhage, Tel. 116994
GEKOELDE B U F F E T T E N
B A R IN R IG H T IN G
ROESTVRIJ STAALWERK
voor de „Oslofjord”
van METAALWARENFABRIEK WILMETA C.V.
R O T T E R D A M - T E L E F O O N 82690
Kootsekade 8-10
Ook de patrijspoorten
v a n het m.s. „Oslofjord"
w erd en g e le v e rd door
!i
FA. H.K.VANWINGERDEN&ZONEN
M ETAALGIETERIJ
VOOR
DE
SCHEEPSBOUW
GORINCHEM -HOLLAND
Specialiteit op het gebied v a n scheepsramen, patrijspoorten, lichtranden,
dekglazen en in alle mogelijke maten en modellen. In messing, brons,
gietijzer, gietstaal en lichtmetaal.
JOHAN VIS & Co. N.V.
AMSTERDAM
H
O
T
G
A
L
V
A
N
I
S
I
N
G
j
W e made for the „ O S L O F J O R D ” :
the M otorlife-boats, Boatladders and Floating apparatus
«/epAtW » ALUMINIUM SHIPBUILDING INDUSTRY
AÀLSMEER-HOLLÀND
We make of aluminium;
★
rowing lifeboats
k
boatladders
★
motor lifeboats
★
gangways
★
life rafts
★
navy-chests
★
floating apparatus
k
tanks
DOUGLAS-STANDARD SHAPERS
made in Holland
Highspeed machines
of modern design
incorporating manyoutstanding features
Available in two sizes:
16 inch and 22 inch
length of stroke
N .V . Industrie- & Handelmij „ L A A G L A N D ”
Rotterdam - Piekstraat 20 - Telefoon 7 7 5 4 0
&
a u n
- F A C T O R IE S
F O R M E R L Y C. RADEMAKER & SONS
WINSCHOTEN
H OLLAND
All the upholstery-work for the Staff and
Crew quarters supplied by us has
RA W I-SCH LA RA FFIA SPRIN G IN G
Ships’ bunks, Ships’ matresses, Ships’ bed­
steads in iron and in lightmetal, Ships’ beds,
and Ship’s upholstery with
R A W I-S C H L A R A F F IA S P R I N G I N G
XLVI
D IT BLOEM M OTIEF
werd ontworpen voor één van de talloze tapijten, welke de K.V.T. voor scheepsinterieurs
vervaardigde. Ook de tapijten in de lounge l e klas van de „Oslofjord” werden door de
K.V.T. geweven. Het zijn: „Deventer Handgeknoopte tapijten”.
Er zijn ook „mechanisch geweven” K.V.T. tapijten in verschillende prijsklassen en kwaliteiten,
die, bij toepassing op ruim ere schaal, ook volgens speciale ontwerpen worden gemaakt.
K.V.T. tapijten voldoen in hoge mate aan de zware eisen, welke hieraan ook op schepen
gesteld worden. Ze worden dan ook geweven door tapijtwevers met een meer dan
150-jarige ervaring.
Moordrecht
KONINKLIJKE YEREENIGDE TAP1JTFABRIEKEN N,V.
Deventer
M akers o f M arine P aints
S?SSSS41
a n d Varnishes.
■
I
I
I
X|%
ROTTERDAM
M.S.
-
St. J O B S W E G
30
-
TELEFOON
51471
-
CABLES: S I G M A R G
„OSLOFJORD”
2 FUEL-OIL TRANSFER PUMPS
10
LUBRICATING
OIL
PUMPS
2 F U E L -OI L C O O LIN G P U M P S
1 B A L L AS T - S T R I P P I N G P U M P
„H OUTTUIN” PUMPS
for all purposes on board o f ships
-(
8
3
)—
H O U T T I J I N ’S M A C H I N E F A B R I E K * U T R E C H T - H O L L A N D
P H O N E 1 5 0 2 0 P O S T B O X 76
XLVIII
I
J ^ ' N . V . VEREENIGDE TANKREEDERIJ ROTTERDAM
jj
B E R G S I N G E L
119,
T E L E P H O N E
8 4 9 1 5
(3 LI NES)
1 5 .0 0 0 TO N S
FLEET O F T A N K E R S
for the inland-transport
of all
light and heavy oils,
petrol, spirits, etc.;
special ships
for whale-oil, molasses,
palm- and all kinds
of viscous
and edible oils.
V.T. SHIPS IN THE ROTTERDAM-HARBOUR
MACHINEFABRIEK
PANNEVIS
UTRECHT
M a r in e A u x ilia r ie s
Steam engines
Compressors
Centrifugal pumps
Duplex piston pumps
Steam driven fans
f
BUDR
'
|R
THE HEARTBEAT OF THIS GIANT./.
MARINE DIESEL EN G IN ES
IN
L IF E B O A T S O F
„0 S L O F JO H -B ”
D IS T R IB U T O R
S T O E i ’S ' H A N D E L M i l
A iv R M A A R - H©L1AMP
depends entirely on the reliability ol several
hundreds of divergent springs.
A great many times per second the highest,
demands are made of these springs.
For your compressionsprings, extensionsprings, torsionsprings, leafsprings etc.
choose the fully reliable products of
TEVEMA
FABRIEK VAN TECHNISCHE VEEREN
Ä’DAM -C KBZENS6R. 102 T IL 41815-37861-36345
PECK & Co. N.V. - AMSTERDAM-C
Nieuwendijk 62-76 - Telefoon K 2 9 0 0 - 6 2 2 9 2 (10 lijnen)
CARGO GEAR
STEEL WIRE BLOCKS
SA RPH ATIK AD E 10 - AM STERDAM
HOLLAND
Cable "RIJN M ETAAL"
All non-ferrous metals,
semies
as
wel
as
lead and tin. Alloy
ingots.
Alloys
of
steels. Tin plate.
Cold rolled sheets. Melting and pouring
preparations.
REPRESENTATIVES OF
United States Steel Exp. Comp., New York
Foundry Services Ltd., Birmingham
Kunststofftechnik G. m. b. H., Troisdorf
Branches in London and New York
E N G I N E W O R K S H E R M A N J. V O S
D O R D R EC H T = H O L L A N D
N O O R DE N D I J K 53, T E L E P H O N E K. 1850 -6287
LI
M.S. OSLOFJORD
WINTERTUIN
V olgens de pers:
„EEN
DER
GEZELLIGSTE
PLEKJES VAN H ET SCH IP”
Het
rotan-w erk
van
deze
w intertuin,
alsm ede de
rotan m eu b elen van de Lido-bar, w erd uitgevoerd door:
HARTENSTRAAT
P. F. L. D E R I D D E R
Telefoon 31 180
Sinds 1896
AMSTERDAM
Voor nieuw werk, zowel als voor reparatie- en onderhoudswerk, maken wij U graag een concurrerende offerte
The S t a i n l e s s St e e l Sinks
m o u n t e d in th e " O s l o f j o r d " a re d e l i v e r e d by:
HANDELMAATSCHAPPIJ „AVEDKO” c.v.
SINGEL 202, DORDRECHT-HOLLAND, TELEPHONE 5071-7271
Sole-Representaiive for H olland of Messrs.
J.
R.
A N D E R S S O N
S U N D B Y B E R G
Lil
—
&
C O
A. B.
SWEDEN
De
motoren
worden
v an
de
Osiofjord
voortgedreven
door
B . P. d i e s e l o l i e
PRODUCTEN ZIJN
VLIEGTUIGBENZINE
BENZINE
PETROLEUM
TRACTOLEUM
(tractorpetroleum)
CALORINE
(autogasolie)
HUISBRANDOLIE
DIESELOLIE
STOOKOLIËN
WHITE SPIRIT
SMEEROLIËN
GASOLIE
VETTEN
de
k ra c h tb ro n
vo o r
ie d e re
m o to r
JVederlandsche D ok
oooooooooooooooo
Jlmsterdam
eScheepsbo