SHIPBUILDING AND SHIPPING; RECORD May 25, 1939

The " Koningin Emma "

First of two fast motor ships for the passenger and mail service between Harwich and Flushing of the Zeeland Steamship Company

and below is the second the "Prinses Beatrix" added by Peter Lee.

M/V Koningin Emma - 1939

The Zeeland Steamship Company, Flushing, was founded in 1875, when the Dutch Government had spent a considerable sum in building the port of Flushing and in order to develop the trade of that port, it was decided to make it a terminal for the English mail service. The Zeeland Company was formed to take the contract. After consideration of the relative merits of various ports including Tilbury, and Thameshaven, on the English side, were discussed Queenborough was selected, but until the pier was built there, passengers had to land inconveniently at Sheerness. From various causes, such as a fire which burnt down the Queenborough pier, the company has had several terminals on the English side, including Dover, Folkestone, Port Victoria, and now Harwich and it has at different times in its career, operated both day and night services. In recent years it has maintained a day service between Harwich and Flushing with the twin-screw steamers Mecklenburg and Prinses Juliana, in 1922 and 1920, at the Royal de Schelde Yard, Flushing and the Oranje-Nassau, built in 1909 by the Fairfield Shipbuilding and Engineering Co. Ltd., Govan, the schedule being maintained with two ships and one in reserve. The Oranje Nassau was sold early this year to Italian ship breakers.

When the two new motor ships Koningin Emma and Prinses Beatrix enter service shortly, the remaining two steamers will be put into reserve for the time being, the intention, we understand, being to run the two motor ships during this summer season and then, while they are being overhauled, to run the remaining two steamers. The two new motor ships have been built and engined at the Royal de Schelde Yard.

The first fleet of the company was for a night service and consisted of three paddle steamers, Stadt Breda, Stadt Middelburg and Stadt Vlissingen. The first was a 604-ton steamer, which had been built for the Isle of Man Steam Packet Company as the Snae Fell, but sold for running the American blockade. The other two were built in 1865, and were comparatively large ships, being of 1,622 gross tons. They also were intended as blockade-runners, and had diagonal oscillating steam engines. They were not ideal ships for the Flushing service, because, obviously they had not been specially designed for it, but they could maintain a speed of about 13 knots and had accommodation for 150 first-class and 50 second-class passengers. Then, in 1877, John Elder & Co., Glasgow (now the Fairfield Shipbuilding Engineering Co. Ltd., came into the scene and built the Prins Hendrik class (Prince Henry of the Netherlands has taken a prominent part in the establishment of this mail service), with tonnages of about 1,800 paddle-steamers capable of a comfortable 16 knots, and they became very popular. There were five of them, and as the last was ready for delivery, Queenborough pier was burnt down and the company had to move its terminal to Dover. Some years after that the company started to toy with the idea of running a daily service as well as a night service, and again commissioned the Fairfield yard to build three paddle steamers. They were the Duitschland, Nederland and the Engeland. Increasing competition with the Great Eastern Railway Company induced the Zeeland Company to build three improved paddle steamers at the Fairfield Yard. This was in 1895, and resulted in the Koningen Regentes, Prins Hendrik and Koningin Wilhelmina. They were all about 1,870 tons, and with diagonal triple expansion engines were capable of 20 knots. In 1910, however, the company decided to build twin-screw steamships and again went to the Fairfield Company, and ordered the Prinses Juliana, Oranje-Nassau, and the Mecklenburg, capable of a speed of about 22 knots with a gross tonnage of nearly 3,000 tons and quadruple expansion engines developing 10,000 I.H.P. Shortly after that, the night service was operated from Folkestone.

The company's losses during the war were very considerable and immediately after it they approached the Fairfield Company to build two new ships. At that time the Fairfield Company were very busy with other work and came to an arrangement to sell to the Zeeland Company, the plans of the ships ordered in 1910. Consequently, the two Dutch-built steamships at present in service, excepting for details, are replicas of these earlier vessels. Consideration of this fact will enable our readers to realise how great is the gap which has been bridged between the present ships on the service-which have always been regarded as excellent sea boats and, within their particular limitations, very comfortable, from a passenger point of view -and the two new motor-ships which in no respect, bears any resemblance to the older vessel. The existing schedule calls for an average speed of about 18knots, so that even with the older ship, there was a good margin picking up time that had been lost at the sailing terminal. The new ships, however, are about two knots faster, but will, so far as present arrangements go; keep to the same average speed so that they have a greater reserve.

The Koningin Emma which will be first of the two new motor ships to enter service, and will be followed by the sister ship Prinses Beatrix, has been built specially to cater for new conditions arising from the abandonment of the night service for which the older ships were designed and, consequently, the deck passenger space has been the subject of very considerable study. Notwithstanding this, the company has been able to provide a large number of cabins. There is also ample accommodation for those who wish to retire during the crossing. The company is also developing an interesting type of excursion traffic for which these arrangements are especially suitable. They run a series of two-day excursions for those who like to make a trip across the North Sea and the cost of the trip includes the privilege of staying on board overnight. For this service, the cabins, which are arranged for one, two, or three persons, are large and are provided with out and cold running water. There is mechanical ventilation with heated air during the cold weather. The company has, apparently, also in mind the development of cruising and the vessel has been constructed so as to permit of cruises in all European waters. On this account, arrangements have been made when in such service for shower baths to be fitted. It will be seen, therefore, that the company has put a very considerable amount of thought into the possible uses of these ships during their life, and, as will be shown subsequently, has made a complete departure from any existing standard; of comfort and general arrangement so that these two ships are really in a class by themselves. It is difficult to compare them with other existing cross-channel ships, as the arrangements are unconventional, and, indeed, even to those who are accustomed to sea-travel, the distribution of the various rooms, the arrangements of the decks, and so on, are at first almost bewildering in their novelty and surprising in the additional amenities which they afford.

Passenger arrangement

First-class passengers will have every reason to appreciate the large and superbly decorated public rooms, the much greater deck space, both covered and open-air, than they had in the other three ships, and the attention which has been paid to innumerable details which have been suggested as a result of the long experience which the company has had in this crossing of the North Sea.

If, however, the first-class passenger is agreeably surprised when he steps on board, those who have been- used to traveling second class in this or any other ship must be astounded at the provision which as been made for their comfort and convenience and no doubt will be agreeably surprised that, instead of being cramped on the poop or given a meagre allocation at the stern of the ship, they have nearly a third of the whole vessel, and the public rooms, such as the smoking room and the dining room, appear to be nearly as large7and as tastefully decorated as those of the first class.

Both ships have been built under the supervision of Lloyd's Register and the Dutch Board of Trade. The general arrangement plans on pages show the distribution of the passenger space. The capacity of the oil tanks is about 100 tons. This is enough for normal purposes but when the vessels are on long excursions or cruises, arrangements have been made for another 70 tons in a reserve bunker. The double bottom extending the full length of the engine room can take enough water ballast to ensure sufficient meta-centric height when such abnormal conditions prevail. Similarly, the normal supply\of fresh water, 20 tons, can be brought up to 100 tons.

Another interesting point which a to be considered, and which had not arisen when the steamships were originally designed, was the development of motor-car traffic and so particular attention has been paid to arranging for the transport of cars and of heavy road vehicles. Consequently, electric winches of T. B. Thrige make, with a lifting capacity of 2 1/2 tons, have been arranged, and by doubling the tackle, loads up to 5 tons weight can be taken on board. There is a garage aft under the main deck. This will hold about 25 cars of average size and a cargo trunk-way with large doors on each side of the ship gives access to this garage. For-ward there is a large hold reserved for mail, which forms an important part of the traffic handled by the company, and this hold is also arranged so that it can be used for motorcars if necessary.

The principal dimensions of the Koningin Emma are: -

Length, o.a. 380 ft.

Length, b.p. 351 ft.

Beam, moulded 47 ft.

Depth to upper strength deck 28 ft.

Maximum draught 13 ft. 6 in.

Gross tonnage 4,135 tons.

Net 2,100 tons.

Number of decks 5

Number of w.t. bulkheads 9

Maximum number of passengers 1,800

Passenger cabins 52

Retiring rooms 4

Total number of seats in saloons about 400

Total crew 58

Total water ballast capacity 380 tons

Total hold capacity, inclusive of motor garage and mail room about 79.800 cu. ft.

Deadweight at maximum draught about 750 tons.

Speed at 13 ft 0 1/4 " draught 23 knots.

Shaft H.P. of the two Schelde-Sulzer engines 12.700 S. H. P.

So far as the passenger accommodation is concerned, the designers have endeavoured to make the North Sea crossing as comfortable and attractive as possible and they have been able to do this with considerable success through the adoption of diesel engines and the consequent absence of boiler uptakes. Those who are familiar with the existing steamships will be able to appreciate how much pleasanter and more spacious the new dining saloon is and so arranged on the upper deck as to have a free view on each side, through large windows instead of the familiar portholes. The first-class dining room forms one whole with the long promenade deck, which is enclosed by large sliding windows. These can be seen in the illustration of the ship on following pages, from which it will be noted how airy this part of the vessel can be in fine weather and how sheltered during the colder weather during which the vessel has to trade for part of the year. The dining room is 9 ft. high and the promenade deck 10 ft. high. This promenade deck can be closed at the after end and so can be warmed in winter to an agreeable temperature.

There are two cabins deluxe with full toilet conveniences on this deck and they are arranged with inter-communicating doors so that, if necessary, they can be converted into one suite deluxe

At the after end of the dining saloon is a pantry with full serving arrangements to both first- and second-class dining saloons, which are both on the same deck, the second-class, of course, being aft of the service compartment. The kitchen is below and is connected by means of electric lifts with this service pantry, and with the bars in the various saloons in first and second-class. There is thus an easy central service.

In designing the ship, special attention has been paid to placing the saloons in those parts where least discomfort would be experienced when the vessel is pitching in rough weather. Many passengers consider that this pitching movement is more uncomfortable than rolling and the designers have therefore made these saloons as central as possible. Above the first-class dining saloon is a large smoking room or general lounge. The main entrance to it is from a wide stairway with heavy-plate-glass doors and plate-glass screens framed in ornamental bronze. The easy chairs and settees are very comfortable and an interesting feature, to which travelers in these latitudes are not accustomed, is the fact that the furniture is not screwed down to the deck but can be freely, moved about as is the case on the largest liners. There is a thick pile carpet and any tendency to slipping is checked by the fitting of substantial India-rubber castors. This saloon is 9 ft. high and passengers have excellent views through large plate-glass windows. There is a large cocktail bar at one end.

Above this is a sun deck with a veranda open at the back and a number of deck seats are arranged and there is considerable shelter space. On this deck, passengers are at a considerable height and obtain excellent views. To reach these various decks, there is an imposing central staircase and a number of supplementary smaller stairways from deck to deck at convenient points in the ship.

The second-class dining room, to which reference has already been made, has, above it, a lounge on lines somewhat similar to the first class, with ingenious arrangements of folding windscreens which can be extended aft about 26 ft. on each side, thereby affording considerable shelter against a keen wind. These are in the form of heavy steel doors with substantial hinges and they can be folded to provide supplementary enclosed accommodation during the wintry weather.

The decoration of the rooms was designed by Mr. W. Vreeda of The Hague, who also designed the patterns of the korkoid floors and the carpet in the first-class lounge.

Special pains were taken in the design to construct a ship, which would be as free as possible from vibration. For that reason, the engines and propellers had to be carefully- balanced and as much clearance as possible between the propellers and shell plating has been allowed. During the last few days, a series of trials has been carried out with a view to finding at what speed and propeller revolutions the maximum comfort can be provided and, of course, thereby overcoming those awkward critical speeds which everyone understands who has much to deal with ships. Prof. C. Zwikker, of Delft University, carried out a number of experiments on sound insulation and his recommendations have been carried out with considerable success. He was also called in to advise in regard to illumination and mechanical ventilation.

In view of the high speed of the ship, extensive tests were carried out in the Wageningen Tank. Special attention was also given to the above-water form. In view of the wind resistance of the considerable superstructure at high speed. In order to obtain a minimum resistance as much as possible of the above-water part enclosed contributing at the same time to seaworthiness. Further, the separate deckhouses and the funnel have been streamlined.

Resistance tests made in the wind tunnel of the National Aero Laboratory at Amsterdam have shown that in this way an important percentage can be saved on engine power.

Embarking and disembarking takes place by means of high and wide doors in the ship's side, below the main deck. Through doors there is access to spacious entrances, one for first-class passengers, the other in the after-part for second class. Between these entrances are four retiring rooms, two of which are for the higher and two for the lower class. The beds are gratuitously put at the disposal of passengers during the short crossing.

There are eight lifeboats, able to take 440 persons. For the foremost three boats on each side, a special type of Schat davit has been designed, which enables the fully loaded boats to be put quickly and safely outwards for lowering. These lifeboats are placed on sloping sides of the boat-deck, as shown in the illustration on the following pages. This arrangement has been designed specially to embark rapidly a large number of persons while the boats are still resting on their supports. For the two aftermost lifeboats, the more conservative arrangement and normal turning-out davit type has been used.

It was impossible to increase the number of lifeboats and so supplementary lifesaving devices have been fitted. These include 20 or 30 life rafts, each of them suitable for keeping afloat some 20 persons.

Both the bower-anchors and cables are worked by a Thrige electric windlass. For mooring and warping, four electric capstans by the same makers are fitted, three of which have a lift of 5 tons and one of 10 tons. The steering gear is of John Hastie manufacture.

The electric installation, carried out by N.V. Van Rietschoten & Houwens, Rotterdam, is particularly complete and includes extensive illumination, while all auxiliary machinery for pumps, etc., in the engine room, the cargo winches, boat winches, windlass, ventilation fans, steering gear, the galley and pantry apparatus are electrically operated.

For communication between the members of the staff an automatic telephone installation is available, which has been so made that as soon as the vessel is moored the installation can be connected to the town's telephone circuit. In addition, a loud-speaking installation has been installed for communication to the passengers.

Apart from the main-installation there is also an emergency power station, which is on the promenade deck, consisting of a 32-kW. dynamo and a storage battery of large capacity. In the event of a disturbance of the main power station, the emergency\- installation automatically comes into operation.

The propelling machinery consists of two sets of Schelde Sulzer two-stroke diesel engines developing a total of 12,500 S.H.P. Consideration of the machinery requirements, both as regards economy and manoeuvring qualities and the satisfactory performance of the Belgian cross channel passenger vessels, Prins Baudouin and Prins A1bert, fitted with diesel engines, led to the decision in favour of diesel machinery.

The engines, which have similar main dimensions to the engines of the Belgian cross-channel motor ships, were built by the De Schelde Company, which has had considerable experience in building Sulzer high-speed diesel engines.

Each engine, which is rated at 6,250 S.H.P. at 250 r.p.m. has 10 cylinders, 580 mm. bore and 840mm. stroke, the mean effective pressure being 72.5 lb. per sq. in.

The bedplate and engine framing are of cast steel. Cylinders, which are of cast iron, have loose cast-iron, have loose cast iron liners and covers of cast steel. At the lower end of the cylinder, distance pieces are provided to isolate the cylinders from the engine framing. Cooling of the cylinders and covers of the main engines, auxiliary engines and compressors are effected by fresh water. The pistons of the main engines are cooled by lubricating oil. At the forward end of the engines, two scavenging pumps and a lubricating-oil cooling pump are fitted, driven by the main engine crankshaft.

The fuel pumps, one for each cylinder, are driven by one symmetrical cam, serving for ahead as well as for astern direction. As usual with the Sulzer design, there is a long pipe between the fuel pump and the fuel valve, which gives the desired time lag at the moment of fuel injection.

On test-bed trials, during which the engines ran at full load for 12, hours, the fuel consumption was 170 grammes per S.H.P. per hour (0-371 lb.). At normal service load, this will be reduced to 167 - 5 grammes.

Electric current is supplied by three diesel-driven generators each rated at 145 kW. 220 volts D.C., the generators being supplied by Smit, of Slikkerveer, while the 6-cvlinder diesel engines are of Sulzer manufacture. The generators are arranged forward of the main engines, thus making it possible to have a lower deck height at the side and allowing for a better arrangement of auxiliaries.

For the supply of starting air there is, in addition to the electrically operated air compressor a diesel-driven compressor of the 'Junkers opposed-piston type. In a recess at the forward end of the engine-room a small Schelde-Yarrow boiler is arranged. Automatic oil-firing plant for the boiler was, supplied by Laidlaw Drew & Co. Ltd., Leith. Weir boiler feed pumps are provided.

The scavenging pumps have their suction in the engine room through a Burgess silencer; the suction noise of the piston-type air pumps is thus practically eliminated. Exhaust Pipes of all diesel engines are provided, with Schelde-Burgess silencers, and the walls and the top of the engine-room casing are provided with Burgess acoustic pads, which have a remarkable damping effect in the engine room.

The Prinses Beatrix will follow about four weeks after the Koningin Emma, which is scheduled to sail on her maiden voyage from Flushing on June 4

DIAGRAMS SHOWING LAYOUTS OF INTERIOR