J c h i p e n W e r f

1 4 -D A A G S T I JD S C H R IF T , G E W IJD A A N SC H E E P SB O U W , S C H E E P V A A R T EN H A V E N B E L A N G E N

[ D E V E R E E N IG IN G V A N T E C H N IC I OP SC H EEPV A A R TG EB IED D E C E N T R A L E B O N D V A N SCH EEPSBO UW M EESTERS IN N E D E R L A N D H E T IN S T IT U U T V O O R SC H EE P V A A R T E N L U C H T V A A R T H E T N E D E R L A N D S C H SC H EEPSBO U W K U N D IG P R O EFS T A T IO N

O R G A A N V A N

IN „SCHIP EN W ERF” IS OPGENOMEN HET MAANDBLAD „DE TECHNISCHE KRONIEK”

R E D A C T IE :

I e J . W . HEIL w . i., Prof. dr ir W. P. A. VAN LAMMEREN, ir G. DE R O O IJ s. i., Prof. ir L. TRO OST en G. ZANEN

R edactie-adres:Heemraadssingel 194, Rotterdam , Telefoon 12200

E R E -C O M IT É :A. F. BRO N SIN G , Oud-Directeur der N .V . Stoomvaart-Maatschappij „Nederland” , Amsterdam; N. W. CON IJN, Directeur Werf „Gusto” Firma A. F. Smulders, Schiedam; ir M. H . DAMME, Directeur der N .V . Werkspoor, Amsterdam; ir M. EIKELEN- BOOM, D irecteur Van Nievelt, Goudriaan & Co*s Stoomvaart Mij., Rotterdam; J . W . B. EVERTS, Lid van de Raad van Bestuur der Koninklijke Paketvaart Maatschappij, Amsterdam; P. GOEDKOOP Dzn., Directeur Nederlandsche Dok- en Schecps- bouw-Maatschappij (v .o .f .) , Amsterdam; M. C. KO N IN G , Lid van de Raad van Bestuur der Kon. Paketvaart Mij., Amsterdam; Prof. ir B . C. K RO O N , Hoogleraar aan de Technische Hoogeschool; W. H. DE MONCHY, Directeur der Holland-Amerika Lijn, Rotterdam ; C. PO T, Oud-Dirccteur der N .V . Elcctrotechn. Industrie v/hW. Smit & Co., Slikkerveer; F. G. STORK, Directeur der N .V . Kon. Machinefabriek Gebr. Stork & C o., Hengelo; W. VAN DER VORM, Directeur der N.V. Scheepvaart & Steenkolen Maatschappij, Rotterdam; ir H. C. W ESSELIN G, Commissaris der N.V. Koninklijke Maatschappij „De Schelde” , Vlissingen; S. VAN W EST, Directeur der N .V. Dok- en Werf-Maatschappij „W ilton-Fijenoord” , Schiedam.

Jaar-Abonnement (bij vooruitbetaling) ƒ 16,— , buiten Nederland ƒ 20,— , losse nummers ƒ 1,—

U ITG EV ERS: W YT-ROTTERDA M Postrekening Î84J8 , Telefoon 352J0 (4 lijnen), Pieter de Hoochweg 111

M ED EW ERK ER S:J . BAKKER, ir V. BARAKOVSKY, ir L. W. BAST, ir W . VAN BEE­LEN, Prof. dr ir C. B . BIEZENO, W. VAN D ER BO RN , Prof. dr ir W . F. BRANDSMA, ir A. H. TEN BRO EK , ir B. E. CANKRIEN, P. F. DE DECKER, ir C. A. P. D ELLAERT, L. F. D ER T, J. P. DRIESSEN, G. FIGEE, ir W . GERRITSEN , TH . VAN DER GRAAF, J . F. GUGELOT, F. C . HAANEBRINK, P. IN T V E LD , Prof. ir H . E. JAEGER, ir J . JANSZEN, ir M. C. DE JO N G , ir C. KAPSEN- BERG, J . VAN KERSEN, Prof. dr ir J . J . KOCH, ir H. J . KOO Y Jr , ir W. KROPHOLLER, ir W. H. KRUYFF, Prof. ir A. J . T E R LIN DEN, mr G. J . LYKLAMA i NIJEH OLT, dr ir W. M. M EIJER , ir J . C. MILBORN, J . J . MOERKERK, ir A. J . MOLLINGER, dr ir W . J . MULLER, A. A. NAGELKERKE, Ing. L. VAN OUW ERKERK J.M .zn., ir J . S. PEL, J . C. PIEK, ir IC. VAN D ER POLS, B. PO T, mr dr ir A. W . QU IN T, ir W. H. C. E. RÖSINGH, ir J . ROTGANS, ir D. T . RUYS, C. J . RIJN EK E, ir W. P. G. SARIS, ir R. F. SCHELTEMA DE H EERE, ir A. M. SCHIPPERS, dr P. SCHOENMAKER, ir R. SM ID, ir H . C. SNETHLAGE, Ing. C. A. TETTELA A R, Prof. ir E . J . F. TH IEREN S, ir J . W . VAN DER VALK, C. VERMEY, C. VEROLM E, ir J . VER­SCHOOR, Ing. E. VLIG, A. H . H. VO ETELINK, I J . L . DE V R IE S ,' J . W. WILLEMSEN, ir J .-H . W ILTON , mr J . W ITK O P, Prof. ir C. M. VAN W IJNGAARDEN, ir A. H. IJSSELM UIDEN.

Redactie-adres: Heemraadssingel 194, Rotterdam , Telefoon Î2200

EEN EN TW IN TIG STE JAARG AN G Overnemen van artikelen enz. is zonder toestemming van de uitgevers verboden 9 APRIL 1954 — No. 8

TW IN -SC R EW M O TO R PASSENGER LINER “KUNGSHOLM OF THE SW EDISH AMERICAN LINE

built by the R oya l

D E S IG N O F T H E SH IP

a. T he designThe design of the Kungsholm was

made by the naval architects of the Yard in close co-operation with directors and technical staff of the Swedish Ame­rican Line. The definite design including the lines plan were from mr J. Blokland Visser, the Yard’s Chief Naval Architect.

Being a twin-screw motorship, she is built for the North Atlantic passenger service between Sweden and the United States as well as for cruises in tropical water. On 26'-4" moulded draught, a deadweight-capacity of abt. 4200 tons is available consisting of about 1000 tons of cargo, 1300 tons of fresh water, and 143 3 tons of fuel oil, the balance being formed by the weights of passen­gers, provisions, luggage, etc. The cargo- spaces, totalling 113,000 cubic feet, comprise about 9000 cubic feet of re­frigerated chambers and stowage capa­city for about 50 motor-cars. Accom­modation for 802 passengers has been provided for, viz: 176 first class passen­gers and 626 in the tourist class. On cruises 450 passengers are carried in one class. The passenger-spaces comply with the highest demands of luxury met with

Company ”de Schelde” Ltd., Flushing

nowadays on many transatlantic passen­ger liners. Equally high standards were adopted for the accommodation of the crew of 3 5 5.

Since the Swedish American Line does not consider quick crossings an import­ant feature of her scheduled regular service, a speed of 19 knots was specified.

The ship has been constructed accord­ing to the highest class of Lloyd’s Re­gister of Shipping, strengthened for na­vigation in ice, and according to the requirements of the Swedish Board of Trade, the British Board of Trade (resp. Ministry of Transport), the United States Coast Guard (as regards fire-detecting and fire-extinguishing), the British Fac­tory Act, the International Convention as regards Load-lines, the International Convention on the Safety of Life at Sea 1948 (including the recommendations annexed to same) for two-compart­ment vessels, the New York Board of Underwriters’ Rules and Recommenda­tions for the prevention and extinguish­ing of fires, the proposed Seattle Con­vention of 1946 and according to the prescriptions of the U.S.A. Authorities with respect to rat-proofing.

According to the owners’ ideas the

The Netherlands

length between the perpendiculars should be about 5 30 ft. Nine decks had to be provided, including the Bridgedeck (fig. 2, 3, 4 en 5).

Moreover the lowest deck but one (C-deck) had to be arranged at such a height that the sidelights would not be too close to the load waterline.

Owing to these requirements the depth to the Sun-deck worked out at 76 f t - 6 inch. A beam of 75 ft was chosen as a suitable first approach, resulting in a length-breadth ratio of 7.

These dimensions made it possible to accommodate all passengers and crew even when carrying out the shipowners’ special requirements regarding the lay­out of the ship viz:

all cabins for passengers as well as for crew should be outside-cabins, (sym­metrical arrangements should be obtain­ed), all passenger-saloons except din­ing-rooms and auditorium should be concentrated on one deck, passenger- cabins above this deck should be avoided as far as possible, simultaneous and, when desired, separate use by both class­es should be possible for certain public rooms such as auditorium, swimming- pool, beauty-parlour and barber’s shop, the accommodation should be suitable

W 91118

for transatlantic service as well as for cruises and a fore- and aft service alley­way should be arranged on one of the lowest decks.

By carefully studying the arrange­ment of vertical shafting, large rectan­gular unobstructed deck-parts could be made available, mainly by arranging the engine room well aft.

This included, as secondary advanta­ges, short length of shafting and smallest possible loss of cubic-capacity.

As regards stability, the shipowners had specified that the transverse meta- centric height in empty condition should not be negative with about 150 tons of waterballast on board, no other liquid, fixed or portable ballast being allowed.

Moreover, the necessity for a two- compartment standard, even though ac­cording to the 1948 Convention a ship of this type should only be a one-com­partment vessel, here be taken into con­sideration. Preliminary calculations and comparison with known values for ships of the same type made it clear that a beam of 75 ft would be inadequate to provide sufficient stability to meet the above-mentioned stipulations. Various features of the ship entailed a propor­tionally very high situation of the centre of gravity viz: the large superstructures, the relatively small weight of the propelling machinery necessary for ob­taining a speed of 19 knots, and the great depth to the promenade deck. This being the strength deck, resulting in a length-depth ratio of 8 : 1 which is, as far as is now known, smaller than in any other passengership. The latter impediment resulted from the wish of the shipowners to concentrate the cabin- accommodation as far as possible below the saloon-deck and, though certain structural advantages cannot be denied such a great resistance to bending moments and decrease of sensitivity to hull-vibrations, it is obvious that the resulting centre of gravity of the steel hull is considerably raised by this arrangement, owing to the heavy hull- plating being carried-up to the prom­enade deck and the deep strength deck beams having to be much heavier than necessary for carrying the load of the accommodation.

In such a case two different solutions can be considered, viz. either increasing the beam or using light metal to a large extent for the superstructures, while a combination of both methods may be considered as well.

As the owners did not favour tumble home of the ship’s sides, a greater breadth would not only result in extra building costs but also in waste of space in the passenger accommodation since a beam of 75 ft would be sufficient in this respect. Apart from certain technical risks, light metal superstructures of

great length would turn out to increase the material and building costs to un­acceptable amounts. Both solutions com­bined presented the same undesirable effects, though to a lesser extent.

In facing these unsatisfying condi­tions a third solution was developed by the designers. They found that it would be an advantage to depart from the hull-coefficients usual with large pas­senger ships, especially as regards load- line- and midshipsection coefficients. In this way the height of the meta­centre above baseline could be consider­ably increased while retaining the original beam.

This method, combined with a slight increase of beam from 75 ft. tot 77 ft. over a restricted area, was finally chosen as the most favourable one (fig. 6).

On the other hand, steps ware taken to lower the height o'f the centre of gravity by suitable means. In this con­nection the funnels, lifeboats and ven­tilating ducts were made of light metal. Furthermore, the boat-stowage arran­gement is worth attention, since the sloping sides of the Sundeck permit a very low situation of the lifeboats, while the davits can be much lighter than with the usual overhead con­struction. This arrangement, worked out by “de Schelde” for ships delivered earlier to and ordered by the “Zeeland Steamship Company”, has since been applied on the French passenger liner Marseillaise as well. Apart from stabi­lity considerations, this system ensures safe embarkation in cases of emergency, decrease of wind resistance and an im­proved aspect.

The various measurements enumera­ted above enabled the builders to ar­range for a metacentric height suffi­cient to deal with all eventualities pro­vided for by the 1948 Convention, notwithstanding the extreme dimen­sions of the superstructures illustrated by the abnormally high gross tonnage for the ship’s length.

In practice this means, however, that the metacentric height must be high under all loading conditions so that ample ballastcapacity must be avail­able, especially on account of the two- compartment requirement. Apart from that, it appeared necessary to flood the shaft tunnels in cases of damage to the aft engine-room bulkhead. A simple and completely automatic means of flooding for this purpose as well as for the “crossing-over” of sidebunkers was designed by the builders in order to avoid the usual apparatus with its risk of insufficient output besides errors in handling. A separate description of this arrangement, which was approved by the Swedish and British Authorities, will be given on another page.

W ith regard to the high GM-values to be maintained continuously, a so- called lability-tank has been fitted in order to increase the rolling-period when desirable. Tanks of this type were, about 70 years ago, fitted on ships of the British Navy by the archi­tect Philip .Watts. A paper on this subject was published some time ago in the transactions of the Institution of Naval Architects. A later applica­tion can be found on a recent large passenger liner which was furthermore equipped with an automatically con­trolled Frahm-type rolling-tank.

The lability-tank of the JKungsholm is situated above the tunnel connecting the engine-space to the fore-ship and running without interruption from side tot side.

The height of the tank is about 5 ft.Initially, three separate tanks of this

kind were provided for which commu­nicated through openings in the top- sides of the partition bulkheads. Expe­rience has shown, however, that one of these tanks is sufficient for the pur­pose. The most efficient quantity of ballast water to be carried in this tank is still subject to investigation. The two remaining tanks can be used as bal- last-tanks.

A “Kingston”-valve has been fitted connecting the lability-tank with the sea, which is to be put into action in cases of damage in order to fill the tank in a very short time, thus elimi­nating the GM-reduction due to the free liquid surface.

b. M odel tests and trialsAn extensive testing-programme has

been carried out in the Wageningen Model Basin. The tests comprised:1. Resistance test with naked hull,

rudder being fitted.2. Propulsion test with propellers de­

signed by the Model Basin after the most suitable form of bosses had been deduced by means of stock- propellers available in Wageningen.

3. Determination of the most favour­able position of the bilge keels.

4. Sailing astern with propeller.5. Rolling-tests both with and without

bilge keels in order to investigate the damping of the bilge keels for various rolling periods.

6. Rolling-tests with bilge keels and one, two, or three lability-tanks partly filled.

The following results were obtained for the test sub 2:

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TOP OF NAV. BRIDGE.

NUMBER OF PASSEN GERS V C L A S S 176NUMBER OF PASSEN GERS TOURIST C L A S S 626

TOTAL * WNUMBER OF CREW 355

Fig. 2. G eneral A rrangem ent. P ro file and Bridge Deck

PRINCIPAL DIMENSIONS & CAPACITIES.LENGTH O VERALL

LENGTH BETWEEN PERPENDICULARS

MOULDED 3READTH

DEPTH TO PROM .DECK

DEPTH TO U PPER-D ECK

DEPTH TO MAIN-DECK

DRAUGHT SUMMER FREEBOARD

DEADWEIGHT CAPACITY

DISPLACEM ENT SUMMER FREEBOARD

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TOTAL CAPACITY FIW.TANKS 1300 ,4 3 m? A89 3 3CFT.TO TAL CAPACITY FU EL TANKS lôO?,66M ? 367E3CFT.TO TA L CAPACITY B A LLA ST TANKS (737.SSM ? 6 I3 7 0 C F T .TO TA L CAPACITY LUBRICATING TANKS 73.77M? 2606CFT.TO TA L CAPACITY CARGO HOLDS & TWEENDECKS.2212,1 M! 7 8 1 2 0 C F TTO TA L CAPACITY HATCH TRUNKS 433,7 M? 15318 CFT.TO TA L CAPACITY R EFR . CARGO 248,2 M? 8708CFT.TO TA L CAPACITY NOT WANTED BAGG. ROOM 296,1 M‘. 1 0 4 6 8 CFT.

GRAND TO TAL CAPACITY.790Ç,56M*.a79âÔ« CFT.

C-DECK.

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V. KON.M U .„DE SC H E L D E r FLUSHING. - HOLLAND.

SUN-DECK.

msmKUNGSHOLM

N.V. KON. M 'J.„0E SCHELDE: FLUSHING. - HOLLAND.

PROM-DECK.

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UPPER-DECK.

Fig. 3. General Arrangement. Sun- Promenade and Upperdecks

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T o be b uilt u n d er Lloyds reg ister’s special su rvey in order to be en titled to be classed + * 0 0 A 1 strengthened

fo r n avigation in ice.

Principal dimensions

Length between p.p................. . . 5 30'-2% " = 161,605 mMoulded breadth .................. . . 77'- 0 " ~ 23,470 mDepth to promenade deck . . . . 6S'-6 " = 19,964 mDepth to upperdeck . . . . . . . . . . 27'-2 " = 17,424 mDepth to maindeck ................ . . 48'-S " = 14,884 mDraught ....................................... . . 26'-4 '' = 8,026 m

Behorende bij Schip en W erf van 9 April 1954, no. 8

TRUHK fa

Time in seconds

Fig. 7. Diagram o f Rolling Tests

Fig. S. Crossing over Scheme for Damaged Side Tanks

5 E

TRUHK a.

C R o f a à & E C T IO N

B a B O U N D A R Y S U U K H E A U

T O P view

The displacement D in the above formulae for the Admirality coëffi- cients, amounts to 17,670 English tons of seawater.

The propellers corresponding to these values were designed to the following dimensions:

Diameter 5.200 mmPitch at boss 4.715 mmPitch at circumference 5.718 mmPitch at 0.7 radius 5.696 mmNumber of blades 3 mmDuring the technical trial trip, speed-

trials were carried out on the New Biggin measured mile, resulting in the following figures:

£)2/3y3V in knots

C a — S H P R . P . M .

19.03 431 107.920.18 403 115.520.68 375 120.020.98 358 122.721.16 341 125.1In conclusion a diagram is given in

fig. 7 showing the results of the roll­

ing tests under various filling condi­tions of the lability-tanks with and without bilge keels. During these tests a metacentric height of 1.00 m and a radius of gyration of 8.68 m were realised, providing for a rolling period of 17.43 seconds.

c. D evice fo r autom atic filling o f a side-tank in cases o f damage to the corresponding tank at the other side o f the ship

It is conceivable that an undesirable list may be generated in a case of da­mage to a side-tank in conjunction with a watertight bulkhead. Figure 8 shows the device which eliminates this heeling angle by means of automatical filling of the corresponding tank at the other side.

In a case of damage to the boundary bulkhead of one of the side tanks, which forms one of the main water­tight- bulkheads, the trunk a. resp b. will be damaged as well. These water­tight trunks are built at the boundaries of the bulkhead against the shellplating

in open connection with the opposite tank. It is clear that with this arrange­ment, flooding of one tank through damage to the bulkhead will at once automatically be compensated for with­out risks arising from handling-errors or confusion. The large cross section area ensures quick filling-up of the intact tank. Patents on this invention are pending.

General particu lars of the shipThe ship is constructed with a dou­

ble bottom and 9 decks: Bridge-, Sun-, Promenade-, Upper-, Main, A-, B-, C- and D-deck. Above the Maindeck 4 decks are situated in the superstruc­ture.

Nine watertight bulkheads divide the hull into 10 watertight compartments.

The profile shows a well-raked, soft- nosed stem with gracefully curved lines above a sharp forefoot under the wa­terline. A streamlined bridgefront, step­ped at Sun-deck closes the fore part of the superstructures. The fore-deck is

in.in.in.in.in.in.

The principal dimensions are:

Length over all ..................................................... 182.877 m 600 ft.-OLength between perpendiculars ......................... 161.605 m 530 f t -2ViBreadth moulded ................................................. 23.469 m 77 ft-0Depth tot Promenade deck .............................. 19.964 m 65 f t -6Depth to Upper deck .................................... . 17.424 m 57 ft.-2Depth to Main deck ....................................... 14.884 m 48 ft.-8Draught on Summer freeboard .................... 8.026 m 26 ft.-4Displacement on Summer freeboard ................ 18,335 tons a 1000 kgGross tonnage ........................................................... about 22,000Deadweight capacity ............................................ 4201 tons a 1000 kgCargo capacity bale ............................................ 2212.1 m3 78,129 cub.ftCargo capacity bale trunks .............................. 433.7 m3 15,318 cub.ftRefrigerated cargo capacity .............................. 248.2 m3 8768Bagage room capacity . ................................... 296.1 m3 10,458Fresh water ......................................................... 1300.48 m3 45.933Lubricating oil .................................................... 73.77 m3 2605Fuel oil ............................................................. 1607.66 m3 56.783Water ballast .......................................................... 1737.5 5 m3 61.370

Number of first class passengers ...................... 176Number of tourist class passengers .................. 546Interchangeable ......................................................... 80

Total ........... 802

Number of crew ................................................ 355

cub.ft.cub.ft.cub.ft.cub.ft.cub.ft.cub.ft.

flush, two short derrick posts on the forward-deck marking the outline.

The superstructures extend from far forward and are gradually stepped down aft.

A well-curved cruiser stern marks the profile aft.

There are two streamlined light-alloy masts for signalling purposes only. The fore-mast is situated on top of the bridge superstructure. Both masts have hinged tops for passage under the Kiel- canal bridge.

Two well proportioned streamlined funnels o f light-alloy construction are placed on top of the midship super­structure. The forward funnel is a dummy and placed on top of the super­structure containing the officiers5 ac­commodation.

There is a considerable tumble home. The promenade deck, which is entirely enclosed, overhangs the sides one foot.

The double bottom is used for the storage of fresh water, waterballast, cooling water and lubricating oil. Tun­nel tanks are used for the carriage of fuel oil.

Cargo is carried in one fore-and one aft-hold.

Passenger accommodation is situated on Sun-, Upper-, Main-, A- and B- decks. The public rooms are on the Promenade deck.

Officers’ accommodation is in the upper Sun-deck house or Bridge-deck. The crew’s living quarters are situated on the Main-, A-, B- and C-decks. A

service alleyway connects the fore- and aft-part of the ship on C-deck.

The dining rooms with galleys, cater- ing-quarters and pantries are situated on A-deck.

One aft and one fore-staircase con­nect the decks.

Besides the main staircases, two pas- senger-lifts connect all decks between Sun-deck and D-deck near the fore­staircase and two passenger-lifts between Sun-deck and B-deck near the aft staircase.

The swimming-pool with adjoining gymnasium, showers, massage-room, vapour baths and dressing-rooms, is situated on D-deck. A-deck swimming- pool is on the top of the after-hatch.

Sixteen lifeboats are carried under gravity davits on the boat deck. Six boats are motor boats. The remaining boats are hand-propelled. All boats are of aluminium alloy.

Building on the berthThe contract for the building of the

ship was signed on April 1st 1950. Owing to difficulties in the delivery of the steel plates, the keel was laid on January 20th 1951. The ship was laid down as “Yard Number 273”. During the building, further delay in the deli­very of the material, especially of the steel sections, caused considerable dif­ficulties in the construction of the steel hull. The beams for several of the decks had to be made in the yard. The erection on the berth could not be done according to schedule as the frames

for the fore- and aft-part of the ship arrived very late. This caused delay in the building of both ends of the ship. For the aftership, with its sternpost and shaft-brackets, this was a great inconvenience.

Nevertheless the ship could be launched on October 18th 1952.

The ship was built on berth number 1 (North) which has a length of 200 m or 660 ft. The width of the dock- gate of this berth is 27.60 m or 90 ft. -6 in.

The following important events dur­ing erection on the berth are in the following table:

•January 20th 1951: Laying of the keel. April 1951: Shell bottom up to bilge. July 1951: Double bottom forward of

engine-room.October 1951: Swimming-pool on

double bottom forward. Frames and web frames in engine-room.

November 1951: Bulkheads. First units of tween-decks.

December 1951: Forward part of D- Deck.

February 1952: Midship part of bulk­heads on B-Deck.

April 1952: All-welded stem and stern erected.

June 1952: Part of Upper deck. August 1952: Front bulkhead and su­

perstructures on Promenade deck. . September-October 19 52: Preparing for

launching on October 18th 1952.

Bottom and shellplatesThe plates are riveted to the angle-

frames in the double bottom and to the side frames. The seams are riveted. The bottom strakes have inner-outer seams. The side plating consists of inner and outer strakes on liners as the frames are straight owing to owners’ requirements. The butts are welded. All bilge knees were welded to the frames and riveted to a flat bar welded on the tanktop.Double bottom

The double bottom is entirely of welded construction. The connection with the bottom plating is riveted. The double bottom consists of 43 units, pre-fabricated in the welding shops. The engine-room double bottom out­side the main engine foundation is on a much higher level. All seams and butts of the tanktop were automatically welded with the Union Melt welder in the welding shop, mostly on an underlying melt gutter. The connec­tions after erecting on the berth were mostly welded with the Fusarc welder. The connection tanktop-shellplating was hand-welded.Bulkheads and Decks

All bulkheads and decks are com­pletely welded on the pre-fabrication principle. All deck units were erected

.bo£

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Wel

ded-

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ictio

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by mounting- holes in the knees con­necting beams and frames or in end connections of girders and bulkhead- stiffeners.

All non watertight bulkheads, eleva- tor-casings, steel walls of corridors, cabins etc. were pre-fabricated. These amounts to a total length of about 8500 m (28000 ft) with a correspond­ing surface of 21.500 sqm (231.000 sq f t ) .

Stem and sternThe stem is completely welded.The sternpost consists of steel plates

and forged steel pieces for upper and lower rudder-bearings. It is completely

L A U N C H IN G A N D F IT T IN G O U T

a. LaunchingOwing to the special position of the

two berths at the western end of the narrow dock, special precautions must be taken for launching of ships of the size of “Yard Number 273” .

In the first place, the ship travels parallel to the northern fitting-out quay of the dock basin leaving only a relatively small gap between ship and quay. An considerable side pressure on the ship causes a big pressure on the guiding battens on the launching ways, especially after the moment of floating aft. The battens must be carefully shored up. For previous launchings of ships of the same size, model tests were made at the Wageningen Model Basin. These tests revealed that considerable side forces were acting on the ways. These forces depend upon the speed during launching. Under certain cir­cumstances these forces may attain a value of 3 5 tons.

Secondly, the length of the basin is restricted. The ship must be stopped within a short distance. As it is common practice to draw all sliding ways from under the ship during launching by means of big hooks in the lower end of the ways, at the moment the fore poppets leave the ways it is impossible to use anchors or chains to stop the ship. It is therefore common practice to use a big floating brushwood mattress in which the ship travels after clearing the ways. This mattress gives sufficient resistance to stop the ship in time. The dimensions of the mattress were 28 X 24 X 3 m and it consisted of 80.000 bundles of brushwood. A construction of battens protects the rudder and propellers when colliding with the mattress.

Launching greases are tested in a special model of the launching ways. Since the Second World War, mineral launching greases have been used with great success.

S C H I P EN ¥ E R F

welded, and special precautions were taken during welding to avoid deform­ation.

The weight of the finished welded sternpost is 15,000 kg. The weight of a corresponding cast steel sternpost would have been 21,000 kg. The appli­cation of a welded construction caused therefore a saving of 5,500 kg. (fig. 9).

Shaft-bracketsThe shaft-brackets are of cast steel

and are riveted to the frames in the ordinary way.

ErectionDuring erection, two travelling cranes

Launching preparations started dur­ing the last days of August 1952, and on October 17th 1952 the work was finished. After weeks and weeks of rain and cold weather the launching day, October 18th 1952, was a lovely sunny autumn day. Operations could start according to an extensively detail­ed schedule. At 13.25 p.m. a crowd of more thans 10,000 visitors packed the sides of the dock and the launching platforms.

The launching ceremony was gracious­ly performed by Her Royal Highness Princess Jiybilla of Sweden. The name of the ship, which had been known until this moment only as "Yard Number 273", was unveiled during the christening of the ship and, after cutting the trigger-wire, the Kungs- holrn slid down the ways. During the performance the band of the Royal Dutch Navy played the National Anthems of Sweden and the Nether­lands. Accompanied by the band, the

201

were available on the tracks on the north side parallel to the berth. The capacity of one crane is 12 tons at18,5 m radius and 6 tons at 33 m radius. The capacity of the second crane is 20 tons at 18,5 m radius and 10 ton at 3 3 m radius. Two smaller cranes on the other side of the berth at the forepart of the ship were avail­able, these cranes having capacities of 4 tot 6 tons each.

The capacities of these cranes limited the weight of the welded units to about 20 tons. "With special precautions, sometimes weights up to 30 tons could be handled, depending upon the place on the berth.

cheers of the crowd and the whistles of ships the Kungsholm swept grace­fully into the water, (fig. 10).

b. Fitting outAfter launching and turning, the

ship was moored alongside the fitting- out quay on the north side of the dock-basin.

During the last days of July 1953, a first technical trial-trip was made. Owners required two complete trial- trips, the first one at as early a stage as possible. The fitting-out was planned in accordance with this, so that the ship was made ready to sailing under its own power but with the most import­ant publicrooms on the superstructure decks still unpanelled, and also partly uninsulated in order to make extensive vibration tests.

This first trial-trip, which included speed-runs over the range at New Big­gin, proved to be very successful.

Launching particulars

Number of w a y s ....................................................................... 2Length of ways (sliding) ...................................................... 146.070 mBreadth of each way .......................... 1.200 mDistance APP-aft end of sliding w a y s.............................. 7.075 m.Distance aft end of standing ways to aft end of sliding

ways .......................................................................................... 23.975 m.Underside of keel above N.A.P...................................... 0.500 m.Declivity of keel .................................................................. 0.045 m/m'Declivity of ways .................................................................. 0.0478 m/m'Height of water at time of launching (18-10-’52,

13.38 hrs.) ............................................................................ 1.950 m + N.A.P.Specific gravity of dockwater ............................................ 1.023Weight of ship ............................................... 8037 tonsWeight of ways (sliding) .......................... 100 tonsWeight of cradle .......................................... 66 tons

----------------- 8203 metric tonsMetacentric height when stern lifts ................................... 1.5 60 m.Maximum cradle reaction ...................................................... 1696 metric tons

The ship moored again at the fitting- out quay on August 1st and was quick­ly finished according to plan.

The ship was to have left the yard on September 22nd but a gale and high water delayed the departure for the second trial-trip until Sunday 27th

September. After docking, the Kungs- holm ran trials for the second time and came back on the Schelde estuary on Thursday October 1st.

In Flushing harbour some 6000 work­ers of the Yard and families visited the ship on the evening of Oct. 6th, 1953.

A fter the finishing touches had been added the ship was handed over to its owners on October 4th 1953 and sailed for Gothenburg on October 9 th, where she arrived on Sunday, October 11th, 1953.

S A F E T Y M EA SU R ES

a. W atertight subdivisionThe ship is divided into 10 water­

tight compartments. The total number of 30 w.t. bulkhead doors were supplied by Atlas-Werke. The closing gear consists of a hydro-pneumatic installation connected with a hand- hydraulic system (fig. 11). The plant serving the opening and closing of the above mentioned doors consists of a compressed-air/oil-container (1 ) , of a draintank (2 ) , a reversing valve (3) on the bridge with time delay contact and locking-device, the reversing-valves (4 ) at the bulkhead-doors and the pressure-cylinders (5 ) . The thick-wall- ed piping consists of seamless drawn steel-pipes; all reversing-valves and valves are of bronze. The steel pressure - tank is filled by an electrically driven pressure-oil pump (6 ) to about 1/2 o f its volume with "A rctic"-oil and by connecting it to an air-vessel it is filled with air to about its other half. The working pressure amounts to 30 kg/ crp2, the safety-valves of the pressure- tank and of the pump are able to with­stand this pressure. The test-pressure amounts to 60 kg/cm2. The pressure- tank is so amply dimensioned that all

doors can be opened twice and closed twice, without it being necessary to fill up the pressure-tank again. The pressure-oil pump is, however, fitted with an automatic, starter (7) and a contact-manometer (8 ) which starts the pump as soon as the pressure, caused by the movement of the doors, drops below 30 kg/cm2. The pressure-oil pump is so dimensioned that by its aid all doors can be closed resp. opened within 60 seconds, even when the pressure-tank is disconnected. The oil already used for operation is conducted to the oil-container (2) from which the pump (6) sucks oil through a mud-box inserted in the suction-line.By turning the lever at the reversing- valve (3 ) on the bridge, all doors are opened resp. closed, almost simultane­ously. In order to induce all persons in the rooms to leave them before the doors are closed, the electric alarmbells at the doors are connected with a contact at the reversing valve (3 ) on the bridge. This contact is closed as soon as the holding bolt of the locking- device is released. A fter about 10 seconds the locking-device releases the lever o f the reversing valve (3) so

that this lever can be turned and the doors be closed, resp. be opened. If, in spite of the ringing of the alarmbells, there should be persons still in a room, then they can leave it by turning the lever (9) under counter-pressure at the reversing valve (4 ) at the door, thus opening the bulkhead-door. When releasing the lever (9 ) it returns to its initial position and the door is closed again hydraulically. By this hydro­pneumatic closing-gear it is possible to close and to open all bulkhead-doors from the bridge.

It is, moreover, possible to open or to close all doors separately from both sides of the bulkheads, i.e. at the bulk­head-doors themselves. The closing of a bulkhead-door from the door itself is brought about by the aid of the lever (9) of the reversing-valve (4) at the door. This lever has to be pressed down­wards and to be locked by a bolt (10) which can be operated from both sides of the bulkhead. The reversing valve (3) on the bridge is then in position "Bulkheaddoors open". In order to enable the ship’s officer in charge to see which doors are open or closed, there is a lamp-panel on the bridge.

Reversing valve fo r Reversing valve far

Hydraulic pneumatical unit for the control of the watertight doors and the fire proof doors f s ystem Atlas-Werke

When the doors are closed the lamps of this panel are lit by a contact at each door. Each door is fitted with a mechanical alarm-bell. The stand-by closing gear is a hydraulic device consisting of 3 hand-pumps (11) placed on the bulkhead-deck. These pumps suck oil from the drain tank (12), and force it into the dis­tributing pipe (13). A thick-walled steel pipe leads from here to a con­trolling double piston (15) which is close to each bulkhead-door. There is, moreover, a cock (16) at the distribut­ing pipe (13) to connect the distribut­ing pipe with the drain piping, and a pressure-gauge valve with pressure- gauge. Close to the hand-pumps is the iamp-panel, the lamps of which are lit by a contact when a door is closed. A contact is at each door. Besides' the stand-by bulkhead-door closing-gear each door, is fitted with a rack and pinion gear. Each horizontal door has on its driveshaft a hexagon head (17) for the wrench. Single doors can also be closed hand hydraulically from the bulkhead-deck. By turning the lever (9) of the reversing-valve at each door, this door is opened so that the room can be vacated. When releasing the lever the ram forces its way downwards and the door is closed again.

b. Fire Proofing and Fire Protection1. Bulkhead fire doors

The ship is divided into fireproof compartments. The bulkheads are in­sulated and connection between the compartments is provided by means of 84 fire-resisting turning doors and 12 fire-resisting sliding doors.

The sliding doors are of the patent double-sided Marine Castador type of Caston Barber Ltd and are fitted as follows:

At entrance to First Class Smoking Room Promenade Deck. Frame No. 130.

2 Doors, 1 port and 1 starboard, giv­ing a clear opening of 4'8" wide X 7'0% " high. Space occupied by the doors when closed, i.e. the bunching space, l '3 % " long X 8% " wide.

At entrance to Dining Room Tourist Class ,B> Deck. Frame 100.

1 Door opening fitted with a pair of doors giving a clear opening of 6' 3%" wide X 6'10%" high. Space occu­pied by the doors when closed, i.e. the bunching space 1'2" long X 7%" wide.

A t Entrance to Lounge Promenade Deck-Frame N o. 13 8-139.

2 Doors, 1 port and 1 starboard,

each giving a clear opening of 5T E X wide X 7'4 F2" high. Space occupied by the doors when closed, i.e. the bun­ching space 1 '4V2" long X 8% " wide.

At entrance to Dining Room First Class }B ’ D eck. Fram e 132.

1 door opening fitted with one pair of doors giving a clear opening of 12'0" wide X 6 'H % " high. Space oc­cupied by the doors when closed, i.e. the bunching space, l'NA" long X 10" wide at each side of opening.

A t entrance to Flail Tourists Class 3B ’ D eck. Frame 81.

2 Doors, 1 port and 1 starboard, each giving a clear opening 4'101/4" wide X 6'10% " high. Space occupied by the doors when closed, i.e. the bunching space, 1'4" long X 8% " wide.

A t entrance to Galley ’B ’ D eck. Frame 103-106.

2 Doors, 1 port and 1 starboard, each with a clear opening 2'3" wide X 6'4" high. Space occupied by doors when closed, i.e. the bunching space, TO" long X 7% " wide.

These doors are approved by the British Ministry of Transport as com­plying with the requirements of the International Convention for the Safety of Life at Sea (1948). They have been tested and awarded a Certificate of Approval to British Standard 476 Grade “B ” as affording protection against the spread of flame for a period not excee­ding four hours.”

This gives an ample safety margin over the requirements of the Conven­tion which demands only protection for a period of one hour. The doors are simple and robust in construction, consisting fundamentally of a lattice gate carried on grease packed ball­bearing rollers on an overhead track, and guided at the bottom only in a single groove in the floor or deck, both sides of the lattice gate being protected by vertical steel leaves attached to the gate pickets or vertical members. These steel leaves are arranged to telescope one behind the other as the lattice gate is collapsed when the door is opened, and additionally the leaves are separated one from the other by horizontal stainless steel rubbing strips, and additionally keyed together by sliding dovetails.

The result is a door which is easy to operate, requires extremely little main­tenance, is of pleasing appearance, of very great strength and excellent fire- resisting properties.

Because these doors are of the teles­coping, sliding type, a wide door ob­viously collapses into a very small space when the door is opened. This is a particularly useful feature to the

ship designer as it allows the door to bunch into a comparatively small recess which can be readily arranged in the bulkhead or in the decorative finish' over the bulkhead.

These doors were, as is customary in all cases aboardschip, supplied complete in their frames ready for immediate fixing to the bulkhead.

A further feature of these doors is that they are completely suitable for power operation.

The turning-doors were delivered by Dreadnought and are also suitable for power operation.

2. Control gear o f fire-doorsThe control gear is from “Atlas

Werke” and is of the hydro-pneumatic type and combined with the above- mentioned system for watertight doors (fig. 11).

The system operates at a hydraulic pressure of 3 0 kg/cm2.

It comprises the following parts:

1 reversing slide valve (18) on the bridge with time-delayed contact and locking device.

12 pressure cylinders (19) for thesliding doors.

10 reversing slide valves (20) inway of the sliding doors.

86 regulating valves (21) at the pressure cylinder of the sliding doors and turning devices of the turning doors.

84 turning devices (22) for theturning doors.

40 reversing slide valves (23) for the turning doors.

8 5 unlocking devices (24) for theturning doors

4 interlocking devices (25) for the double turning doors and the piping of seamless steel.

It is possible by means of this device to hydraulically close all fire-tight sliding and turning doors practically at the same time by moving the revers­ing slide valve (18) on the bridge. Each individual fire-tight door can be hydraulically opened by turning a handlever fitted to each fire-tight door.

Each sliding door hydraulically closed from the bridge can be opened locally by lifting the lever (26) at the rever­sing slide valve (20). After releasing the lever (26) the sliding door is closed again. Ech sliding door hydraulically opened from the bridge can be closed hydraulically by pressing down the lever (26) at the reversing slide valve (20) and be retain’ed in the closed position by means of a bolt (27) at the reversing slide valve (20).

Each hydraulically closed turning door can by opened by hand against the hydraulic pressure by means of the hand lever (28) and after releasing

the handlever the appropriate turning door is hydraulically closed again.

A n unlocking device (24) is fitted to each turning door in order to keep the door in the open position; when the door is in its closed “position the bolt of th e unlocking device (24) is with­drawn hydraulically.

E ach double turning door is, more­over, equipped with an interlocking device (2 5) at that wing of the door th at has no handlever (28) in order to keep this door in its closed position. This interlocking device (25) is with­drawn by a spring when the door is in its opened position.

E ach turning door and each sliding door is fitted with an electric contact case and each fire-tight door section has an electric alarm bell. On the bridge is a signal panel with a glow- discharge lamp for each section.

B y turning the hand-crank of the time-delayed contact device above the reversing slide valve (1 8 ), the time- delayed contact is closed and the alarm bells start ringing. After about 10 sec­onds the locking device at the reserv­ing slide valve (18) is released. By turning the handwheel at the reversing slide valve (18) all fire-tight doors can now be closed or opened.

3. Fire Resisting InsulationIn accordance with the requirements

o f the Convention of 1948, a sub­division by A-class fireproof bulkheads is provided. These bulkheads must be o f such construction that they can withstand a certain standardised fire test. The fire bulkheads are insulated w ith sprayed Limpet asbestos. This in­sulation was approved by the Ministry o f Transport, London, and the Swedish Board of Trade at Stockholm.

The thicknesses are 13 mm at both sides of double insulated bulkheads and 32 mm at one side of single insulated bulkheads.

The bulkheads dividing engine-room compartments and living-quarters are also of A-class design. These however were sprayed with 5 0 mm. Limpet asbestos to prevent heat transmission to living-quarters.

4 . Fire Protection DevicesThe new regulations of the Conven­

tio n of 1948 contain new directions and quite far-reaching demands on im­proved fire-protection devices in pas­senger ships. In the Ktmgsholm, how­ever many extra fire protection devices are installed, not mentioned in the regulations. They also exceed the pro­visions made by the British Ministry of Transport and the Swedish Board of

Trade, which like as have been com­plied with in the ship.

The fire-protection in cargo-holds, deck-stores in stem and stern, paint- and lamp-rooms is provided by a SAVAL smoke detector and a carbon dioxide extinguishing system complying with the rules and recommendations of the New York Board of Under­writers. When smoke emanates from any of the above-mentioned depart­ments, the smoke-detector on the bridge will give visible and audible alarm. From a central carbon-dioxide supply, along the pipe system, carbon- dioxide can be conveyed to the room from which the smoke emanated, and in this way the fire can be extinguist- ed at the start.

From the two steam-boilers in the auxiliary engine-room, steam is distri­buted to different parts of the ship for a wide diversiting of useful purposes. A separate steam fire-extinguishing system is attached and great quantities of steam can be conveyed to the various cargo- holds, store-rooms furthest afore and astern, to paint- and lamprooms, and even to places underneath the oil-fired boilers.

Very special attention has been paid to fire-protection for the engine-room. Here, the most effective and extensive fire-extinction system is the kind of carbon dioxide extinction called “total flooding”, by which from a place out­side the engine-room great quantities of carbon dioxide can be directed down to either of the engine rooms in the case of any big catastrophic fire. Such great quantities of carbon dioxide in gas form can be released in the room

that the fire is smothered through lack of oxygen. For this purpose a SAVAL C 0 2-installation with a capacity of 6300 lbs. of carbon dioxide, available in 63 high pressure cylinders, is placed in a special room. These cylinders may. be controlled at a distance from a locker in the proximity of the exit of the engine-room. In accordance with the division of the engine-room, separate piping systems are provided for the main engine-rooms, the evaporator- room, the air-conditioning room and the compressor room. Since these rooms have different volumes, the C 0 2 bat­tery is split so that in cases of fire, the right number of cylinders will be opened. For this purpose, only two manipulations are required; first: to open the valve in the main correspond­ing with the engine-room where the fire is to be extinguished, and secondly to opening the pilot cylinders control­ling the 0 O 2-battery at a distance. Within the engine-room spaces the CCL piping-system is laid on in such a way that equal spreading is guaranteed within the shortest possible time. For this purpose pipelines are laid on both under and above the floor and are provided with special C 0 2 outlets. As this system is intended to be used for big fires, various other means are provided for combatting smaller fires. On various spots in the engine-rooms SAVAL C 0 2-cylinders are placed. By means of a hose and a C 0 2-snow-dis- charge-lance attached to these cylin­ders, the engine-room personnel can control an outbreak of fire by hand.

In the main and auxiliary engine- rooms an extensive MINIMAX foam

1. SO O L. CONTAINER. <;STABtEV3

2. AIRPIPE STABIELTANK.

3. S O O L. CONTAINER. C.STABIEL*)

4. AIRPIPE FLOATTANK.

5. U Q U ID P IP E .

6. WATERSUPPLYPIPE.

7. FLOATTANK FOR FOAM,

8. FOAM OISCHARGERPES AUX. ENGINEROOM.

9. FOAM OISCHARGEPIPES MAIN ENGINEROOM.

Fig. 13. Position o f Boats on Boat deck

extinction system is installed by which tank tops, main and auxiliary engines, steam boiler and separators can be covered with fire-extinguishing foam. The foam is produced by 4 ejectors in ' a special room close to the main engine- room and conveyed through pipe-lines to the above-mentioned places. The foaming factor being five, the total capacity with 4 m3 water is 20,000 liter foam per minute. The necessary foam material is about 4 % of the total water consumption so that for the simultaneous use of the four ejectors about 160 liter of foam material is consumed. One of the requirements is that the surface to be protected must be covered with a layer of foam of 15 cm within 3 minutes. That means a foam material consumption of 480 li­ter. About 1000 liter foam material is on board (fig. 12).

About 200 fire extinguishers are distributed over the whole ship, in such a way that they are immediately at hand in case of fire.

Automatic SAVAL C 0 2 fire-ex­tinguishing installations are provided in the emergency generating-room, the projection-room for the cinema and the emergency fire pump-room. This system is arranged in such a way that in the case of a temperature of 100 degrees Celsius the C 0 2 is sent into the room concerned and is thus operated by the heat producted by the fire.

5. Sprinkler InstallationA “Grinnell” automatic Sprinkler

fire-alarm system, designed by and installed under supervision of Mather and Platt, protects the whole of the passenger- and crew-accommodation, public-rooms, entrances, stairways, cor­

ridors etc. The system is divided into 25 sections each with its own separate alarm, indicated on a special alarm panel situated in the engine-room. The total number of sprinklers is 25 59.

The water supplies to the “Grinnell” equipment consist o f: —1. A pressure tank of 1,000 gallons

total capacity, half-filled with wa­ter and having a working pressure of 120 Ibs/sq.in. For charging the pressure tank, an air compressor is provided operated by ’Brookhirst’ hand-starting panel.

2. An automatic electrically-driven

centrifugal fire pump of ’Mather & Platt’ manufacture, brought into operation by means of ’Brookhirst’ Automatic starting panel on a fall of pressure in the Sprinkler trunk- main due to operation of a sprink­ler or sprinklers.

An unusual feature of the “Grin- nell” equipment on this ship is that the shipowners have duplicated the water supplies to the equipment.

c. Boats and DavitsThe total capacity of the boats is

1272 persons, distributed over 16 light alloy metal boats.

On port side as well as on starboard side of the boat-deck, 7 boats are pla­ced. On the promenade-deck aft, there are one more boat on starboard- and one on port-side, these boats being situated on the same level as the other boats.

The particulars of the boats are from fore to aft:

2 boats, dimensions 7.925 X 2.438 X 1.016 m, for 46 persons each, fitted with Fleming hand-propelling gear.

2 motorboats, dimensions 9.95 X 3.25 X 1-45 m, for 74 persons each. Motor: Penta, 4 cyl., 50 HP., 1150 rev./min., speed 7.5 knots.

4 motorboats, dimensions 10.65 X 3.23 X 1>37 m, for 60 persons each. Motor: Penta, 6 cyl., 100 HP., 1425 rev./min., speed 9 knots.

8 boats, dimensions 9.45 X 3.25 X 1.37 m, for 99 persons each, fitted with Fleming hand-propelling gear.

The boats are placed under gravity davits on a sloping deck above the totally closed-in promenade-deck. The

davits as well as the electric boat win­ches are of the most modern type in accordance with the requirements of the British Ministry of Transport and the Swedish Board of Trade and were supplied by the Davit Company of Utrecht.

The situation of the sloping boat- deck has the advantage that the boats can be placed as low as possible and that ail passengers, incases of emergen­cy, can embark before the boats are lowered. The davits lower the boats in loaded condition. To facilitate embar­kation stairs are fitted leading from the boat-deck to the boats (fig. 13).

The boats situated at the aft end of the promenade-deck are placed about 2 m above the deck on the same level as the boats on the boat-deck, so that a free passage under the davits is ensured.

The boat winch is placed at the same height above deck, so that no ropes are on deck. Here the embarkation takes

place through bulwark doors into the boat, which must be already lowered to deck level.

All davits are fitted with a combined preventer stay for davits and lashing which allow the loosening of davit pre­venter stay and seizing within a few seconds by a simple manipulation by hand.

The lowering of the boats is served by 10 boat winches of which 6 are double-winches each for the handling of two boats. All winches have one electro-motor, used for the hoisting of the boat only. The lowering takes place entirely mechanically, that means without use of the electric motor; the speed being limited by a built in cen­trifugal brake for each boat. In addi­tion, a built-in hand-brake of the dead man’s type is provided.

The hoisting of the boats takes place with the electrically driven boat winch, the motor being coupled to the mecha­nical part by a slipcoupling. An emer­

gency hand-hoisting arrangement is provided.

The construction of the double-win­ches allow the hoisting and lowering of two boats together as well as sepa­rately.

When lowering the boats the electric motor is not in use as already men­tioned. It is possible, however, for the motor to run with full revolutions in hoisting direction when lowering the boats without damage being done to the mechanism. The winches are fool­proof.

The time necessary for swinging out­board and lowering the boat with full load is about 60 seconds at 18 m height. All boats are provided with skates and Mills system for unhooking the blocks.

14 light metal rafts for 22 persons each are provided. These rafts are made of pipes with wood grating instead of nets and are very light.

Fig. 14 shows the superstructures and boatdeck.

PA SSEN G ER ACCO M M O D A TIO N

a. CabinsSpecial attention was given to the

lay-out and interior arrangement of the cabins in the design stages; pre­liminary drawings were made which resulted in tentative drawings to which sample cabins were made in the yard’s joiners shop in Flushing.

Passenger cabins are generally con­centrated in the midships part, re­sulting in a minimum of disturbance owing to the movement of the ship. Every cabin is not only outside, but has direct daylight through windows or portholes. This result was achieved not by " L ” shaped cabins, but by lavish dimensioning, of the total space, so that every cabin is a harmonious unit with ample space along the ship’s side.

Every cabin has its door leading di­rect to the broad main corridors; sound insulation ensures against undue noise and disturbance. Considering that the maximum passenger capacity in regular North Atlantic service is about 800 where-as on cruises this is limited to half, space under these conditions is almost extravagant.

The Upper deck and Main deck are practically taken up entirely by pas­senger cabins. The greater part of the length of ”A ” deck has passenger cabins, and this deck contains the dining saloon and the auditorium. ”B” deck is mainly for tourist class cabins.

The cabins are distributed over the decks as per table:

The ship contains eight types of cabins viz. four-berth cabins; inter-

changeable cabins for two passengers when used for the first class, and which when used for tourist class pro­vide room for four passengers; several types for two and three persons and a small number of single-berth cabins.

All first-class cabins have a private bathroom with toilet and washbasin, while the tourist class cabins provided with a shower and a toilet. The wash­basins here are placed in the cabins.

In all cabins the furniture, except the chairs, is standardised, but executed in different kinds of wood, viz. teak- wood on Sun- and Upper deck, sapeli mahogany on Main deck, ashwood on “A ”-deck and Honduras mahogany on “B”-deck. The same wood is used for the panelling in the surrounding corridors (fig. 15).

The furniture consists of a dressing- table with a swinging mirror conceal­ing shelves for toilet-articles and cos­metics. There is a chest of drawers with sliding top for writing and there are large berths and pullman beds where required.

For every passenger there is a ward­robe with inside lighting. In cabins for more than one person, one of the ward­robes is provided with adjustable shel­ves to use for linen etc. on cruises. An easy-chair is placed in all first-class cabins, an armchair in the interchan­geable and tourist class cabins. A ta­bouret is placed before every dressing table.

The illumination fittings are of Swe­dish make and design except those for the cabin corridor.

The linoleum on the floors is laid in

First class

Boris 1 1 1 1 +, . 2 2 + p 2+2,

Sundeck ........... 8 8Upper deck . . 4 22 14Main deck 1 13”A ” deck aft . .”B ” deck mid . .

Total ................ 8 4 30 15 13

Summarizing:Beds: first class ......................... 176Beds: tourist c la ss ..................... 546Interchangeable beds ................ 80

Total beds ............ 802

*) ”p” means pullm an bed.

C A B I N STourist class Interchange

total 0 totalbed« beds

2 41 9 4 3 0 1 2 01 58 2 6 33 1 8 4

3 6 6 9 02 5 2 2 4 1 5 2

176 8 7 8 8 7 5 4 6

Cabins: first class .................... 71Cabins: tourist class ................ 182Interchangeable cabins ........... 20

Total cabins ........... 273

strips of mixed dark-brown and grey.There ars rugs in front of the dress­

ing tables and the berths.Large curtains of special design are

supplied at port holes, berths and doors.

The cabin walls are painted, the doors are of the same wood as the furniture.

On the Upper deck there are two special cabins which can be used as day rooms. These cabins are provided with more luxurius furniture of a spe­cial design executed in teakwood.

b. Public roomsWhen designing the public rooms,

the main point to be taken into account was that the ship would be employed for both the North Atlantic trade between Gothenburg and New York and for long cruises in tropical waters.

Considering this, the definite form of the interior was designed so as to answer both purposes: for instance, for the North Atlantic route comple­tely closed-in veranda-decks were re­quired and a more secluded situation of some of the saloons, whereas for the cruises special airconditioning for tro­pical waters had to be provided for, and the ground plan was so designed that all saloons, foyers and corridors were conveniently connected and com­munication between first and second class obtained without difficulty.

Directions for all interiors were very clearly given by the management (Di­rectors) of the S.A.L.

The designs were made in combina­tion by the Swedish architects Eriksson,

Wes tin, and Lindfors, and the Nether­lands architects Mutters Sr. and Mutters Jr. and the drawings and entire technical production were put in the hands of the Royal Netherlands Furniture-manufac­turing Co. H. P. Mutters & Son, The Hague.

The Royal Shipbuilding Co. “De Schelde”, is responsible for some of the interiors, including the large Dining- saloon, Auditorium, staircases and foyers, and the Royal Netherlands Furniture-manufacturers H. P. Mut­ters & Son supplied the entire equip­ment for the promenade-deck includ­ing, for instance, the small lounge, foyer, smoking-room, bar, library for the tourist class, Grand Hall, smoke- room, library, ladies’ lounge, foyers, staircases and all the verandas, not only the wall-panellings, furniture and up­holstery but also the metal-construc- tions such as balustrades, windows, and illumination-fittings.

On entering the ship, passengers are struck by the restful and well-kept aspect of the whole. No attempts have been made to achieve ultra-modern effects in style or colour, but to create a sphere of harmony and com­fort for passengers of various nationa­lities.

All corridors, staircases, and vesti­bules are carried out in exactly the same way in the first and in the tou­rist-class. The walls of the foyers are of teakwood, the floors of grey rubber, the ceilings are painted off-white. The balustrades of the staircases are with bronze and the handrail is o f teakwood. The stairs are laid with grey rubber.

The first-class and tourist class fo­

yers are provided with settees and arm­chairs for the passengers on arrival, and the Purser’s office and shop are also situated there.

A staircase in three stages leads from the foyer first-class, on the upper deck, to the first class foyer on the promenade- deck (fig. 16). Here the wall aft is covered by a many-coloured gobelin and the carpet on the rubber floor is hand-made. On starboard-side there is a small shop with a show-window. Going from this foyer towards the front of the ship one passes into the first-class D raw ing-room (fig. 17).The panelling here is entirely of blue- green lacquer, divided into large spaces by raised framework.

In each corner there is indirect lighting with panes of Swedish porce­lain, and in a niche there is a model of an antique sailing-vessel. The ceiling is lacquered in white, with a dome lit by a cornice containing cold cathode tubes. Further illumination is supplied by chandeliers and standard-lamps.

The floor-covering is rubber with a moquette carpet with a floral design in grey and blue. The centre is taken up by a parquet dance-floor.

The furniture is arranged in groups of easy-chairs and settees, with low tables, and groups of bridge-tables and chairs, all carried out in mahogany, Sheets of Formica cover the table-tops, here and throughout the ship.

The long curtains are of Italian de­corated silk in grey-green and the upholstery is blue-green velours and golden-yellow repp material. Windows with bronze framework look out on the surrounding garden-lounge.

The Garden-lounge is furnished in light blue with grey-blue tiles of rubber on the floor and wicker furniture with flowery printed linen cushions in red and blue. The walls are lacquered and decorated with fancy bamboo flower-brackets. In the bamboo ceiling there are round lamp- fittings and the windows have blue- fawn curtains. Going aft from the first-class foyer on the promenade- deck one enters the smoke-room seat­ing 84. The walls here are of very light oak, in large panels with vertical frame-work.

There is a collapsible orchestra-plat­form in the foreward wall and an open hearth in the wall aft, with above it the Swedish coat of arms in polychro­matic coulours. The bronze windows in the side-walls open on to the verandas. Above the seats in the four corners are decorative bronze fittings.

The floor-covering is rubber with a green floral moquette carpet. The dance­floor is parquet, the furniture is mahogany, upholstered partly in red leather and partly in brown-fawn woven material.

Fig. 15. Cabin first class

Fig. 16. Foyer first class on Promenade deck Foto Jacques Dert, Vlissingen

Fig. 18. Cocktailroom adjoining lste class Smoking Room Voto Jacques Derf, Vlissinge»

The ceiling is lacquered in white, with cornice illumination.

Cocktail roomThe cocktail-room is entered aft

through the smoke-room, which is panelled in mahogany with niches showing coloured prints. The furniture is of mahogany upholstered in green and red leather (fig. 18).

On the rubber floor, there is a green flowery carpet,, and the curtains are of yellow printed linen.

From the smoking room (fore) one enters the Library and Writing-room (fig. 19). Here the panelling is maho­gany; bookcases are built-in and deco­rated with bronze railings.

The carpet has a floral design in green, the furniture is mahogany with green leather and reddish-brown-co­loured velours. The curtains are of printer linen.

A painting decorates the forward- wall, and the aft wall is taken up by Fig. 19, Library and 'Writing Room 1st Class Foto Jacques Dert, Vlissmgen

Fig. 20. Libary and 'Writing Room Tourist ClassFoto Jacques Dert, Vlissingen

the doors to the Grand Hall, dimen­sions: 44 feet by 53 feet. Seating accommodation for 158 (fig. 21).

The forward and aft walls of this Grand Hall and also the ceiling are carried out in ashwood. The forward wall is occupied almost entirely by a large piece of marquetry, and the wall aft by a music-platform and the doors to the tourist-class vestibule.

The ceilings are lowered above the side-walls and are done in mahogany, as are also the columns. The windows are bronze. The carpet is red moquette and the floor of rubber. The dance­floor is parquet.

The furniture is mahogany, uphols­tered with green, grey and yellow ma­terial; the curtains are blue-green hand- woven material with white stripes. Il­lumination is provided by two cornices athwartships with cold cathode tubes.

There are three large chrystal chan­deliers and a few standard lamps. The floor-covering and walls of the ad-

mmÊÈm

P rom enade-deck Verandasjoining verandas are exactly the same as in the veranda-smoking-room.

On the floor are grey-blue tiles, rabanne wall-panelling, ceiling white- lacquered.

The beechwood seats have the same shape but the upholstery and the cur­tains are different.

From the Grand Hall one enters the foyer and staircase, tourist class. Choice of materials etc. here are exactly similar to those of the first-class staircase.

The two corresponding corridors have teakwood wainscoting with light yellow rexine panels.

Adjoining the corridor, portside, is is the Ladies’ Lounge. Wallpanelling is of cherry-wood, on the rubber floor a sand-coloured rug. Wnidows in bronze with green repp curtains.

Furniture is of cherry-wood, the seats covered with gold-coloured and yellow-green material.

Ceiling white lacquered.Surrounding cornices and two shaded

lamps provide illumination.

Adjoining every public room on the promenade-deck is a veranda.

Adjoining the corridor (starboard) are the library and writing-room of the tourist-class fig. 20).

Ceiling and illumination are similar to those in the ladies’ lounge. The walls are of parchment with framework in walnut; the built-in bookcases have metal doors. Writing niches in walnut.

The furniture is also in walnut, upholstered with leather and fawn ma­terial.

The curtains are of flowered linen.Both the Ladies’ Lounge and the

writing-room adjoin the tourist-class verandas. These are carried out in cream-lacquer with low wainscoting in teakwood.

Settees, ■ in teakwood, are up­holstered with natural-coloured leather. The promenade-deck is closed in at the back by the tourist-class Smoking-room with Bar (fig. 22).

The ceiling is of cream-coloured

lacquer with cornice-illumination, and built in ceilinglamps.

The wall-panelling is oak, coloured grey, and with undulating frame-work. French doors in bronze open on to the quarter-deck.

Tourist class Sm oking R oom fron t f o r ­ward avail with bar

Floor-covering is rubber, colour grey, laid in squares.

Seats surround the walls along the windows.

The furniture is teakwood, the seats upholstered in red and blue check material and horsehair-fabric.

The curtains are blue printed linen.On the sundeck is situated the C lub-

r oom.The floor of blue rubber has a blue

moquette carpet. Dance-floor is par­quet.

The wall-panelling is of cream-co­loured lacquer-work with mirrored the curtains are of blue check material.

The chairs and settees are of ashwood

'Dining Room Foto Jacques D ert, Vlissingen

mÊmmÊÊm

covered with apricot-coloured repp- material. The Children’s Playroom is situated on the upper deck and can be converted on long cruises into a bar, odjoining the open air-swimming-pool.

Walls are of Oregon pinewood and decorated by paintings.

The floor-covering is yellow and brown rubber; the children’s shop and furniture are carried out in Oregon- pinewood.

The front wall can be removed; behind it are the bar and the pantry.

The Dining-Saloons are situated on the A deck (fig. 23).

For both the first and the tourist- class the choice of colour and material is quite identical.

The Swedish Gustavian style has been adopted here.

The walls are of lacquered frame­work with panels covered with canvas and then painted.

The curtains are. of red material, and on the rubber floor is a blue-grey mo­quette carpet.

The seats, are Gustavian in style, lacquered a blue-grey, und upholstered with floral striped material.

Fig. 25. Swimming Pool

Illumination is provided by cornices containing cold cathode tubes and by chandeliers.

The two large dining-saloons are connected by two smaller saloons back­board, which can be used to extend the first or the tourist-class according to the number of passengers.

450 persons can be accommodated in these saloons.

The Auditorium on “A” deck can be adapted for religious services. The film- screen can then be removed and an altar slid in its place.

On each side of the stage there is a dressing-room containing an organ and a piano, both of them placed out of sight of the public.

The ceiling is painted and is sur­rounded by a lighting-cornice; a dome radiates light on to the lower part of the ceiling.

The floor is covered by rubber and a moquette carpet, the folding chairs are of red leather and the wall-covering is fawn rexine in panels. The Audito­rium has 192 seats in 15 rows (fig. 24).

The projection-cabin ha? a complete

equipment for projection of normal as well as 16 mm films.

Swimming-poolThe swimming-pool on D deck

consists of the pool with dressing- rooms, two massage-rooms, gymna­sium, vapour-bath, shower-baths and lavatories. This department is entered via an ante-room directly connected with the forward main staircase and elevators.

It is Delft-tiled troughout with tiles from the “Porceleyne Fles” factory at Delft. The walls and the pool itself are in two colours with glazing in gra­duated shades of grey with blue bands. The two columns are covered with Venetian mosaic, dark blue at the foot and becoming gradually lighter until they are nearly white at the top.

A large mosaic covers part of the forward wall executed in Italian glass and depicting “Venus riding the Ocean” designed by W. Wagemans and inspired by a painting by Botticelli on the same subject (fig. 25).

All handrails and supports are of stainless steel.

The swimming-pool has underwater lighting.

A removable deck swimming-pool is fitted on the aft-hatch at upper-deck level.

c. Catering departmentsThe situation of the catering de­

partments is on the “A”-deck between the forward and aft dining saloons on starboard side. In the very centre two service elevators connect this depart­ment with the store-rooms on “C ”- and “D ”-deck.

The store-rooms on “D ” deck com­prise:

The butchery and a wash-room are situated between the cold-storage rooms on the port side and the starboard side. The entrance to the two service eleva­tors is also between the two cold- storage rooms and is accessible from both sides.

The store-rooms on “C” deck com­prise:

Room

eggscheese

Nett space Temp.III c.ft.

8 9 . 2 3 1 5 0 + 8

3 7 . 4 1 3 2 1 + 81 7 6 0 0 T 4

7 . 4 2 6 1 -j- 8

RoomNett

m 3space

cubic ft.Temp.oC

meat and poultry . . . . 52 1 8 3 7 — 15

bacon ................................. 5.1 1 8 0 + 2ice ..................................... 1 7 . 8 6 2 9 — 15meat .................................. 5 3 . 4 1 8 8 6 — 15

thawing room ................ 8 .3 2 0 3 + 3fruit .................................. 5 5 . 6 1 9 6 4 + 0deep frozen vegetables 2 4 . 1 8 5 1 — 2 0

fresh vegetables ............ 3 3 . 8 1 1 9 4 + 4canned food ................... 1 2 . 6 4 4 5 T iice-cream .......................... 5.5 1 9 4 — 2 0

fish .................................. 3 2 , 5 1 1 4 8 — 15

entrance through handl­ing room starboard side

entrance from butchery

entrance through handl­ing room port side

dining-saloons fore and aft. The doors leading to these dining-saloons are ac­tivated by magic eyes.

Round the elevator cases on every deck lie the main pantries. Four pan­tries serve the dining-saloons.

Between the service space and the interchangeable dining saloon is the cold pantry and confectionery.

to starboard side

Between these store-rooms and the service alleyway on port side are situated the grocery and storage for wine, liquors and tobacco, and an office.

The store-room for milk and butter is on the “B” deck.

The combined kitchen for the first and tourist class is on the outer star­board side. In the midship region is a service space with entrances to the service elevators, which run from “D ” deck to Sun deck, as well as to the

The bakery and scullery are on “C” deck adjoining the crew’s galley.

The main kitchen is epuipped by Marja, Utrecht, in co-operation with the German factories Krefft and Alexanderwerk (fig. 26).

The equipment consists of two ranges with 14 cooking plates with dimensions: 400 X 400 mm, and an electrically heated bain-marie at the headend close to the distribution side. In the lowerpart a steamheated hot- press is fitted with rattlefree doors.

Between the two ranges a 9-section bake oven is situated built up of three sets of three sections each.

At the front is a revolving frying pan with a pan surface of 800 X 600 mm. In one column is the built-in switch panel with signal lamps and in the other is the built-in electric trip­ping installation.

Three cooking boilers one of 350 liter and 2 of 250 liter have been in­stalled. The heating medium is low pressure steam. Between the cooking boilers a triturator from Alexander­werk is placed for triturating soups, potatoes, fruits etc.

Both distribution decks are provided with hot-presses. The lower-side of the hot-presses is divided into two parts and may be closed at both sides by rattle-free sliding doors one of which is always to be kept closed. Here are also arranged two grills for grilling several kinds of meat.

In the confectionery is a 5-section confectionery-oven with built-on dry­ing section. Every section is provided with a steam intake and a vapour discharge. Besides the oven, a 60 1. quick cooking boiler and a Hobart mixer are installed.

Near by the distribution decks two deep-freezing frigidaires and an ice­cream freezer are installed.

The crew’s galery is on “C”-deck and contains a 12-plate table-shaped range, a 2 X 2 section baking-oven, 2 cooking boilers, a 60 1. quick-cooking boiler and 2 hot-presses, both accessible from two sides of which, however, one side is always to be kept closed.

On Sun-deck is a grill room with a4-plate galley, 1 grill and 1 hot-press.

All frigidaires, aggregates and hot- presses in the several pantries distributed over the ship’s decks are supplied by Krefft.

In the bakery situated on one side of the crew’s gallery on “C”-deck, there are a 2 section bread-oven supplied by Krefft, and a drying hadge. The bread- pantry is built in the bakery. In ad­dition there are in the bakery a knead- ing-machine, a mixing-machine, sup­plied by Hobatt, a bread-slicing ma­chine and a dough-distributing ma­chine.

In the scullery two Hobart potato-

peelers are installed. The machines in the butchery are also supplied by Ho­bart. There is a garbage grinder of American manufacture.

All apparatus by Krefft is of stain­less steel and like the Alexanderwerk apparatus are provided with Lloyd’s certificates.

d. Hospital

Hospital quarters are situated on “B” deck immediately behind the for­ward staircase, elevator and foyer on “B” deck. This situation is not too far aft or forward and not too close to the engine-room so that pitching and noise have as little influence as possible. It has a central position so that good communication with passenger and crew quarters is possible. The quarters cover a square midships area with cor­ridors on both sides, and are comple­tely self-contained. From the foyer as well as from the corridors to port and starboard side, the hospital is accessible through a wainting-room.

There is a consulting-room with examinating table, sterilizing apparatus, refrigerator for the preservation of perishable medicines, space for drugs and medicines etc.

Immediately abaft the consulting room is the operating-theatre with large double doors to the inner corri­dor leading to the sick-rooms. The operating-theatre is equipped with an operating table which can be raised or lowered hydraulically, an X-ray appa­ratus, instrument cabinets with an extensive assortment of instruments, special operating lamp enc.

There are four sick rooms with two and three beds respectively and one isolation room for patients suffering from contagious diseases. A bathroom, toilets and closets for linen and medical supplies close the quarters at the after side.

In the centre, just behind the waiting-room, is the dental clinic. It contains the ordinary dentist’s chair with instruments, lamps, etc. as well as an X-ray apparatus.

The waiting-room is attractive and serves both the hospital and the dental clinic. The walls are decorated with pictures and musical entertainment can be arranged through the ship’s central loud-speaker system.

The hospital quarters are air-condi­tioned and the unit is self-contained and independent of the air-conditioning system of the rest of the ship. In cases of emergency however, it is possible to connect the hospital’s ventilation system to one section of the ship’s other ven­tilation plants, specially dimensioned for this purpose.

e. Other services1. Beauty parlour, beauty room and

barber shopThe beauty parlor is located on the

Upper deck and is 26 ft X 13 ft in dimension. All booths are equipped with stainless material. The hair-drying equipment consists of 10 hoods attach­ed to the wall and a portable dryer. The dryers are provided with a so- called clima regulation which it makes possible to control the heat in 9 dif­ferent degrees. The motors are sound­less and mounted in rubberblocks. The lower rims of the drying hoods are of transparent plexi-glass.

Adjoining the beauty parlour is the reception-room with a shop for per­fumes and cosmetics.

On the Main deck below is another beauty parlour especially arranged for a beautyrest after the treatments in the beauty parlour. This room is easily accessible by a separate staircase serving the beauty-quarters.

The barber’s shop is on the Upper deck forward from the beauty-parlour and accessible from the same vestibule as the beauty-parlour. The barber’s shop contains four chairs. The material on the walls and of the interior is of the same standard as of the beauty parlour.

2. Pursers’ O fficeThe purser’s office is on the Upper

deck in the centre of the ship at the main foyer, near the forward stair­case and passenger elevators. It is di­vided in to three compartments, for­ward, the information office with desk open to the foyer. The second compart­ment contains the offices and the third is the well-furnished purser’s office.

A second purser’s office is on the Upper deck to port side of the after staircase.

3. Shops

Several shops on Promenade deck and Upper deck are available for the pas­sengers.

4. Telephone-exchange

On “A ” deck aft, a room with a 300-line automatic telephone exchange is situated. Every cabin has its own telephone and passengers are able to obtain direct connection with passen­gers in other state-rooms and with every service department. "When at sea, direct connection between ship and shore is possible for passengers in their cabins.

5. Printer’s shop, dark roomA printer’s shop with dark room

adjoining is situated on “B” deck aft.

It is fitted with all the necessary equip­ment for printing, developing etc.

6. Tailor’s-shop and pressing-room tuith dry-cleaning room

Immediately abaft the printer’s shop is the tailor’s-sh'op with pressing-room and dry-cleaning room.

The “Jungnickel” dry-cleaning ma­chine consists of a drum of non-cor­rosive steel containing up to about 12 kg dry-load, a condensor and air- heater, a filter with plunger pump of 420 gallons per hour with flanged — on pin interceptor and built-in over­pressure valve.

In order to clean out oils and fats

O F F IC E R S ’ A N D C R E W A C C O M M O D A T IO N

The accommodation for the crew of 3 5 5 is located in the ship in 192 cabins as per table.

The total number of cabins is 3 5 5 of which 65 are single bed cabins and 109 double bed cabins. The remaining 18 cabins have four beds.

On the bridge deck is a combined officers’ mess- and day-room, on the C-deck are two petty officers’ mess- rooms seating 26 and 39 respectively, one steward’s mess-room seating 114, one deck and engine crew’s mess-room .. seating 44, one crew’s day-room seating 3 5 and one female mess-room seating 18.

The crew have their own galley and laundry, drying room, barber’s shop etc. Lavatories, washrooms, showers and bath are near the crew’s quarters.

Engine-, deck-, and crew’s offices are located on B-deck aft.

All crew’s quarters are air-condi­tioned (figs. 27, 2 8 ).

which are not removed by the filter, distillation of the solution at certain intervals is necessary. This distilling plant consists of 1 steam jacket still containing 55 gallons, 1 cooler and 1 water separator with sightglass.

The solutions used are non-inflam­mable, such as trichlorethylene and perchlorethylene.

For storage there are provided 2 tanks of 3 5 gallons each.

The complete work for one load is done in about 50 minutes.

7. Steam laundry

The steam laundry is situated on “D ” deck in the foreport of the ship

between the refrigerated cargo holds and the swimming-pool.

The laundry is equipped with washing- and centrifugal machines, mangle and drying tumbler all o f Senkingwerk design, Matthinson Laun­dry presses, a drying-room and room for clean linen.

A service'elevator connects the laun­dry with the other decks up to Bridge deck.

8. MiscellaneousAmong several other services avail­

able for the passengers a fur store and a flower shop on “A ” deck may be mentioned.

Quarter

Captain’s dayroom, bed-room, bathand W .C ......................................................

Chief Engrs. day-room, bed-room, bathand W .C ..................................... ................

Chief O ff. day-room, bed-room,shower and W .C ....................................

1st Engineer day-room, bed-room,shower and W .C ....................................

Officers .......................................................Engineers .......................................................Wireless officers and sp a re .....................Petty officers and seamen . . ..............

Officers and petty officers .................

Officers .......................................................Female crew ................................................Petty officers and c r e w ............

Petty officers and crew ..........................Crew ..............................................................

Total . . . .

Number of cabinsuecK Crew l i»a. 2 bds. 4 bds. total

Bridge i 1 1 1

Bridge l 1 1

Bridge l 1 1

Bridge l 1 1Bridge 3 3 3Bridge 11 11 11Bridge 4. 4 4Mainforward 27 3 12 15A-for-ward 25 19 3 22A-mid 2 2 2A-aft 25 3 11 14B-for-ward 43 9 17 26B-aft 67 7 22 4 33C 144 44 14 58

355 65 109 18 192

C A R G O H O LD S

Cargo can be carried in three holds with a combined bale capacity of113,000 cu.ft. In No. 1 hold are the cold-storage and freezing rooms and the strong room for mixed cargoes. No. 2 hold is intended mainly for general cargo and No. 3, which is the smallest and aftermost hold, is for the carriage of heavy pieces of passenger luggage.

The cold room and freezing rooms, totalling 10,500 cu.ft. capacity, are divided into four sections with a mi­nimum temperature of 4° F. below zero. I f the refrigerated space is not

used for this kind of cargo, say, on North Atlantic voyages, it may be employed for a small number of motor cars and for this reason it has especially large doors with a width of about 8 ft. and a capacity for about 6 cars.

All the weather deck hatches are of steel; on the passenger decks they are covered with wood and flushed with the adjoining wooden decks. The 14 tween-deck hatches are of light metal and can be opened and closed by hy­draulic power fold into recesses in the cargo trunkways. The hydraulic gear

is of Atlas Werke design and comprises the following parts:

28 hydraulic cylinders, dia. 80 mm with rack and toothed segment;

28 cylinders, dia. 40 mm, required for the initial closing movement, with carriage for the catcher;

2 three-part reversing slide valves for 6 hatchway covers of the trunked hatchway No. 1;

8 one-part reversing slide valves for 8 hatchway covers of the trunked hatchway No. II and III;

28 non-return valves;

In addition to storage rooms for ship’s provisions, there are special freezing chambers for meat, poultry, fish, ice, ice-cream and deep-frozen vegetables. In all there are six freezing chambers and ten cold-storage rooms. Certain cold-storage cargo spaces are available for extra food supplies when the ship is engaged in cruising.

The insulation of the refrigerated cargo- and provision rooms consists of cork slabs finished with 2 mm light metal sheets.

The doors are also made of light metal and filled up with cork slabs. The tightening is double and consists of a solid rubber strip inside the room and a second hollow rubber strip out­side (fig. 29).

The doors have lightly constructed hinges and handles of galvanised steel.

Fig. 27. Captain’s Day Room

' 2 electrically operated axial typepiston pumps. Output of each pump approx. 40 ltr./min. against a pressure of 50 kg/cm2, motor output 5 HP at approx. 1000 r.p.m., one pump for the trunked hatchway No. 1 and one pump unit for the trunked hatchway No. II and III;

2 hand-operated starters for starting the motors under full load;

2 distributing pipes on top of the axial type piston pump with two non-return cones, regulating valve, safety valve and pressure gauge;

2 containers for oil to be sucked of by the pump;

2 hand pumps to serve as stand-by units;

14 locking devices.

Fig. 28. Officers’ Mess- and Dayroom Foto Jacques Dert, Vlissingeu

Each individual hatchway cover can be opened and closed hydrauli- cally by moving the appropriate re­versing slide valve. The oil pressure kg/cm2. Before moving the hatch- required for this operation is 50 way covers, the lever of the ap- propiate reversing slide valve has to be set at “Open” or at “Closed” resp. The regulating valve on top of the appropriate oil pumps has then to be opened.

Subsequently the electric motor of the oil pump must be started slowly, by means of the starter, and the regulating valve must be closed. The motor has to be switched off when the hatchway cover has come to rest.

LIGHT-METAL

N A V IG A T IN G IN S T R U M E N T S

An extensive set of navigating in­struments ’is at the disposal of the of­ficers in charge of navigation.a. Radar equipment

Special attention has been given to the radar equipment. There are two radar sets of different wave lengths. Both sets are of American make of the Raytheon type.

The first set operates in the so- called “X ” band on a wave-length of 3 cm and the second in the so-called “S” band on a wave-length of 10 cm.

The cathode ray tubes of both radars have a screen diameter of 16 inches.A clear image of the situation around the ship is thus obtained.

By using a short impulse length of0.2 microsecond on the 1-, 2- and 4- mile range, it is possible to measure a minimum distance of about 50 yards.

The impulse length on the 8-, 20- and 40-mile range is 0.6 microsecond. By this means it is possible to obtain large degree of sensibility for long distance observation.

The top power radiated at the mo­ment of impulse is 20 kW for the 10 cm radar and 40 kW for the 3 cm radar.

Both radars have six ranges with 4 fixed distance rings in every range and a variable distance ring that allows the navigator to measure a distance with an accuracy of 2 %.

The 7 feet scanner of the 3 cm radar has a horizontal width of beam of 1.1°. The corresponding width for the 10 cm radar is 3.5°. A very accurate bearing may be obtained.

The vertical beam width of both radars is 15°. Both indicators are mounted in the wheelhouse, one to port- and one to starboardside, thus being in a dominant situation in the wheelhouse (fig. 30).

The two scanners are mounted above each other on platforms connected to the foremast. Round the platforms a railing is fitted so that the scanners are easily accessible for maintenance pur­poses.

The wave-guides are mounted inside the foremast.

The transmitters-receivers are placed in a room adjoining the foremast, as are both generators. The sound insula­tion of this room is such that the noise of the motor-generator is not heard in the wheelhouse.

b. Echo soundingAn echo sounding equipment is fit­

ted of the Kelvin and Hughes type.The range is 0-120 feet of fathoms,

which range may be raised in 6 stages to a maximum of 720 feet or fathoms.

The indicator is placed in the chart-

room and is easy visible from the wheelhouse.c. Direction finder

The direction finder is from “R.C.A.” The indicator is in the chart- room. The compass scale is placed at eye level and the different control devices are within easy reach. The direction finder is connected with the gyrocompass, by which means it is always possible to take a true bearing. On top of the indicator is the shaft for the bearing, which is mounted on deck. To turn the antenna there is a handwheel under the indicator.

d. CompassesIn addition to the magnetic compass

in front of the steering telemotor the ship is fitted with a comprehensive installation of Sperry navigational equipment comprising:

One Mark XIV Compass. This is the latest type of British Mark XIV Compass using valve follow-up. It is installed in a separate gyro room and operates the gyropilot, course recorder and repeaters.

Two-XJnit Gyropilot. This apparatus, providing hand-electric and automatic steering, comprises bridge unit in the wheelhouse controlling an electrical after power unit of the motor, rack and pinion type. Mounted on the bridge control unit is an open scale steering repeater which graduations spaced as on a dial 30" in diameter.

Bearing Repeaters. One bearing repeater is mounted in each bridge wing on its pelorus stand.

Course Recorder. This is a standard instrument operated by the gyro com­pass mounted on the navigating bridge. It provides a continuous graphic record of courses steered.

Loran. A hyperbolic radio navigation aid for position finding, with use of the special Loran charts.

e. S.A.L. logIn addition to the drag log with

speed and distance indicator on the bridge, a SAL log is installed with the same bridge indicators.

f. Other instrumentsThe conventional instruments are of

the most modern type viz. chronome­ters, sextants etc.

A double set of morse lamps and powerful searchlights are controlled from the wheelhouse.

For connection between engine room and aftership there are two main engine order telegraphs, one situated inside and one outside the wheelhouse, a telegraph for emergency steering, indicators for rudder position and engine revolutions. In addition the bridge is provided with telephone and loud-speaker connections to various parts of the ship. A 90-line automatic switchboard serves this tele­phone connection with the various service departments.

Ten loud-speaking telephones connect

Fig. *10. 'Wheelhouse

the bridge with engine-room, wireless station, forecastle, aftership and crow’s nest in the fore mast.

About 60 electric clocks are mounted in various parts of the ship and con­trolled by a central clock on the bridge.

There are two sirens, one in the for­ward funnel and the other in the der- rick-posts on the fore deck.

They may be operated either man­ually, electrically or automatically from the bridge. The funnel siren ranges about seven miles at a pitch of 90 vibrations per second. The second siren ranges nine miles at a pitch of 125 vibrations per second.

information, only a few other passen­ger or cargo vessels have been equipped with equivalent or greater power. The four channels provide decided advan­tages. Chance of frequency can be made very rapidly. Also, in case of defective functioning of any one chan­nel, the other three will function without being affected by the defec­tive fourth channel. Operation and supervision is especially convenient, and the Swedish Government Telegraphic Office (Telegrafverket) had had ex­ceptionally favourable experience with this type of transmitter, which is also used in Swedish coastal and land radio stations.

“captured” signals produce microscopic sparks at poor contacts in shackles and similar connections. To reduce this in­terference insulators have been moun­ted in the guy wires, and ground con­nections provided for shackles in ex­posed places.

Another well-designed arrangement for obtaining good two-way telephony is that the receiver antenna has been placed aft between the top of the after mast and the aft derrick posts.

By these means an effort has been made to keep the transmitting antennas and the receiving antennas as far apart as possible, so that the transmitter it­self will not interfere with the recep­tion. The signals which are picked up by the receiver antenna pass through filters and special amplifiers, and in addition are fed to the radio station in special high frequency cables. I t is namely of the greatest importance that the receiver should be attended direct­ly by the operator in the radio station. However, for reception from certain specific coastal stations there are a number of permanently tuned recei­vers placed near the vessel’s stern to­gether ' with the antenna amplifiers.

Other arrangements for radio tele­phony include, among other things, a means of connecting the automatic telephone system on board to the radio so that a radio conversation can be coupled in to any part of the ship. For this purpose arrangements have been made, similar to those used in coastal stations, in order to make pos­sible the coupling from the four-wire connections of the radio equipment to the two-wire connections of the auto­matic telephone.

In order to prevent unauthorized listening-in to radio conversations on board or on shore, the station is equipp­ed with speechscramblers, which make the conversation incomprehensible when is goes out through the “ether”. The speech-scrambler can be used both for traffic to Sweden and to the U.S.

The alternating current required for the radio station is generated by con­verter units, of which there are two identical units generating 15 kW. Even the feed cables are doubled to achieve the largest degree of operation depen­dability. The converter equipment is placed in a special room in the ship’s upper part.

Four motor lifeboats are equipped with very high frequency short-wave radio telephony equipment for com­munication with the “mother ship”, and two other motor lifeboats have complete radio-telegraphic installations for emergency transmission.

Wireless stationThe wireless station has been designed

and equipped with full consideration for the difficulties that are characteris­tic of radio communications in. the North Atlantic. Aurora Borealis, for example, produces strong interference with radio signals, especially during the dark winter months of the year. This means in practice that it is not always possible to make radio contact with a coastal station at the specific time one desires, but that contact must often be established at those times when it is known from past experience that con­ditions are good. However, thanks to the fact that different frequencies provide the best results at different times, the required traffic time various by the use of the ship’s variuos radio fre­quencies. In order to improve contact possibilities, one can take advantage of a substantial increase in the transmitting power on board, since it is often ’ the ship’s transmitter which limits the range of transmission under difficult conditions. The trans­mitters which are installed in Swedish ships have progressively been measured in power so that at present these transmitters are of the order of 0.5 kW, which is regarded as a high figure for ship transmitters in general. However, the wireless station on the m.s. Kungsholm is equipped with a transmitter for short wave only, the antenna of which is 2.5 kW, or five times greater than that usually installed in recently built Swedish ships. This large transmitter is in addition ’’chan­nelized” — that is, it consists in effect of four transmitting units, one for each of the following frequency bands: 4, 8, 12 and 16 Mc/s (megacycles per second). The 4 channel transmitters have a joint power unit for high ten­sion supply and a joint modulator unit for telephony. The transmitter can thus be used for telegraphy as well as radio­telephony, and is the most powerful that has been installed in any Swedish merchant ship. According to available

The transmitting equipment consists in addition of a 450 W att transmitter for radio and radio-telephone on all frequencies permitted for use at sea, as well as a spare transmitter for inter­mediate-wave and coastal telephony band. The latter can be powered from the ship’s normal electric supply, or from the so-called emergency transmit­ting battery, and fulfils the require­ments of the Sea Safety Convention of the emergency transmitters in ships. The last-named transmitters are of the most modern type, as well as of stan­dard construction, which assures great reliability of operation.

The receiving installation consists of four communications receivers, two for short-wave and two for long-wave. These receivers are of the same type as those used at Swedish coastal stations. It may be remarked that developments in the field of radio receivers has pro­ceeded very slowly in recent years, and that to a large degree the same type of receivers are used in the m.s. Stockholm and the m.s. Gripsholm. It is, however, a fact that the interference level on board may often set a limit to recep­tion possibilities, and that advantage cannot always be taken the maximum sensitivity of the receivers. Efforts have been made to overcome these disadvan­tages by providing shielding against various equipment causing interference, especially the motors on the upper decks.

In addition, however, interference occurs from the transmitter itself, es­pecially in the case of two-way radio telephony, when the transmitter and the receiver are in operation simul­taneously. Since two-way telephony is the only form of telephony that can be used in a passenger ship, much care has been given to this problem, especi­ally with regard to the large trans­mitting power. There occurs . among other things a form of interference called “stay noise”, when guy wires function as an aereal and pick up sig­nals from the ship’s transmitter. These

D E C K M A C H IN E R Y -E Q U E P M E N T

a. Steering-gearThe steering-gear is o£ the Electric

Hydraulic type, on the Hele-Shaw principle, and was manufactured by John Hastie & Company Limited, Greenock (fig. 31).

The gear consists of four large dia­meter rams, operating in cylinders, the rams being controlled by two Hastie type Hele-Shaw pumps, each driven by an electric motor of 8 5 B.H.P. manu­factured by Messrs. W . H. Allen. Each pumping unit is capable of moving the rudder from hard-over to hard-over in 30 seconds, but the gear is arranged so that both pumping units can be run simultaneously. When this is done, the rudder can be moved from hard- over to hard-over in approximately 18 seconds. Arrangements are also made for steering to be carried on by any pair of cylinders and rams in an emer­gency. For controlling the pumps, the makers supplied one of their latest pa­tent Hydraulic Telemotor installations, consisting of a transmitter on the bridge, and a receiver in the steering gear compartment, the transmitter and receiver being connected by a double line of solid drawn copper piping. A telemotor is also fitted on the poop deck, and connected to the receiver telemotor in the steering gear compartment for emergency steering purposes, the necessary change valves being provided. The steering gear is arranged for automatic steering by means of the Sperry Gyro Two Unit installation.

b. Windlass

% The ASEA electric windlass is di­mensioned for 2 10/16" patent chain cable, equivalent to 3 1/16" diam. iron stud link cables with two 5 snugs cable lifters of cast steel and two warping drums of 450 mm diameter (fig. 32).

The windlass is fitted with two 70 HP motors with built-on electro-mag­netic disc brake and designed for an average speed of 11 mtrs/min. when hoisting two anchors each with 5 0 fathoms chain.

The windlass, which is of welded construction, is fitted with double elec­tric equipment and with mechanical changing device in the gear house, enabling it to be run, either by one of the two motors or by both at the same time by means of one switch for either equipment.

c. CapstansThe four ASEA electrically driven

capstans are of spur and worm geared type for mounting on deck. The ver­tical warping drum has a diameter of 600 mm.

The capstans are fitted with 70 HP motors with built-on electromagnetic disc brake and designed for a speed of 16 mtrs/min. for a max. pull of 12,000 kgs.

The capstans, mounted on welded bed plates, have a special enclosed spur gear reduction in order to obtain high speeds at no load.

Two capstans are situated on the upper deck forward at frame 174 and two on the main deck aft at frame 0.

d. Cargo winchesFour cargo winches are fitted, two

serving the derricks at the forward derrick post and two aft. The winches are situated on the top of the deck­houses forward and aft on a level with the promenade deck.

The Laurence Scott winches are of5-ton capacity with 371/2 B.H.P. elec­tric motors and are arranged for re­generative controlled lowering. The master controller is mounted on the winch. Contactor gear and resistances in cubicles are suitable for mounting in protected position below deck.

The hand-operated master controller selects the hoisting or lowering stop re­quired. The action of the magnetic brake is automatic and out of the hands of the operator. No centrifugal or footbrakes are necessary and are not fitted, thus with the exception of the emergency stop button, the master controller provides the sole method of control.

e. O ther loading equipmentThe forward and aft cargo holds are

each served by 2 derricks of 5-tons hoisting capacity with single hook. The derricks are hinged on double derrick posts fore and aft. They include all the normal loading gear.f. Accommodation ladders

Accommodation ladders are situated on promenade deck and lowered for the aft entrance on A-deck.

For the handling of the ladders, two electric and two hand winches are applied, supplied by Davit Company Ltd., Utrecht. The electric winches have two drums each containing the cables which are connected with the upper and lower ends of the ladder. The construction of these winches is the same als that of the double boat winches.

The hand-operated winches serve the lowering and hoisting of the platform. The lowering of the platform is done mechanically as is the case with the boats.

The hoisting may be done either by hand or by means of a transportable electric motor of 4 HP which may be placed on the square-end of the turn­ing shaft of the winch and by which the weight and reverse couple of the motor is transmitted to the frame of the winch.

The motor is provided with a built- in starter and weighs only 3 5 kilo­grams. As this motor is easily trans­portable, only one motor is provided for both starboard and portside winch. By means of a flexible cable the motor may be connected to the ship’s electric circuit.

Fig. 32. Windlass Foto Jacques Dert, V lissin gen

E lev ato rs

For communication between the decks 8- elevators have been installed. Two passenger elevators run parallel to the forward staircase and two are in the same position at the aft stair­case.

A t frame 110 two service elevators are situated in the centre of the ship.

A third service elevator is situated at frames 137 on port side.

A small dumb-waiter’s elevator is situated at frame 117.

Particulars of these elevators, which were supplied by ASEA, are given in the next table and in the discription of the installation.

a. MotorsThe lift motors are of the shunt

wound type with a series starting wind­ing which is disconnected in stages during starting. The motors are fitted with roller bearings and of form F, i.e. drip proof protected. They are equipped with radio-interference pro­tection placed in the terminal box.

b. WindersThe winders are of the traction

sheave type with the driving pulley provided with 8 40° undercut V grooves and made of special hard cast iron, carefully machined so that all grooves are of the same shape and diameter. For lift E the pulley is in the form of two sprocket sheels engag­ing in the lifting chaines.

The base of the winders is cast inte­gral with the gearbox and the supports for the fixed shaft. The motor is

mounted separately on to the sup­porting beams.

The traction sheave and the worm wheel are carried in bearings on the fixed shaft, both ends of wich are fitted with grease nipples, and con­nected to one another by means of elastic bolt couplings to prevent pos­sible vibrations in the gear from being

transmitted to the sheave. The worm is made of hard ground steel and is carried in bronze bearings lubricated by the oil in the gear box. The thrust is taken up by a double-acting ball bearing. The worm is provided with free shaft ends, one of which is in­tended for the motor coupling. This coupling is designed as an elastic bolt coupling and it also serves as a brake drum of large flywheel capacity for smooth starting and stopping.

The brake is actuated by a horizon­tal, short-stroke magnet which releases the brake shoes, and by twin easily adjustable compression springs, which apply the brake shoes. The small mass of the magnet armature and the brake shoes make for smooth braking. The brake shoes are fitted with special im ­pregnated brake linings and a hand operated lever mechanism for release, to be used if required.

The winder for lift E is fitted with, a flanged motor and with a disc type of brake.

c. RopesThe 12 mm diam. steel ropes are of

the Seale type with 102 strands and a wire breaking stress of 150-170 kg/ mm2 with an oil impregnated hemp core. The rope breaking load is ap­proximately 9020 kg.

For lift E the chain is of the stand­ard cycle chain design 3/1(i" X VT' with a breaking load of approximately 800 kg.

T ableParticulars o f ASEA elevators

NUMBER B1 B2 c m D2 E G1 G2O

Position, first first linen Food Food Dumb­ Tou­ lo u -name, etc. class class waiter rist rist

port starboard class classport star­

boardLoad persons 8 8 5 5 5 — 8 8Load kg . . . .' 640 640 500 500 500 75 640 640Speed m/s . . 0.6 0.6 0.6 0.6 0.6 0.5 0.6 0.6Travel m . . 19.85 19.85 21.76 21.94 21.94 19.05 13.7 13.7Landings . . . 7 7 9 9 9 3 6 6Highest deck Sun Sun Bridge Bridge Bridge Bridge Sun SunLowest deck. . D D D D D C B BDoors .......... 7 7 9 13 13 3 6 6Operation ---- push button or attendant external push button

push b. or attendantCar floor

space m2 . 1.8 1.8 1,0 1.0 1.0 0.42 1.8 1.8weight kg 750 750 600 600 600 100 750 750entrances . 1 1 1 2 2 2 1 1

Car operation aut. aut. manual - aut. aut.Machinery . . below below below above above above below belowSlnnnlv 7 7 0 V D CRope diam.

mm 12 12 12 12 12 — 12 12Chain ........... — — — — — 3/ l s " X V 2 " — —

d. Guides, shafts etc.There are four guides for each car

(except lift E) consisting of 60 mm round cold rolled steel bars tapped and screwed for connection in lengths of approximately 4 m with guide fixtures welded to the shaft walls. The two counterweight guides are 50 mm nor­mal cold rolled steel tubes. The semi­circular guide shoes of the cars and counterweights are lined with bakelite. The car safety gear includes two of the guides diagonally opposed to one another. The other two guides are intended for additional guiding of the car.

To prevent the multicore cable con­necting the car with the shaft from moving sideways in the shaft, a cable trough lined with rubber is placed along the shaft wall with an opening for the cable inlet to the car running vertically along the trough.

Where the winders are placed below the shafts, diverting pulleys are ar­ranged on beams at the top of the shaft. These have a diameter of 500 mm and have semicircular grooves. These pulleys are fitted with sleeve bearings on fixed shafts. The speed governor is of necessity also placed at the top of these shafts and is acces­sible through inspection covers.

e. Landing doorsThe landing doors are hinged double

doors made to conform to the require­ments of Safety at Sea Convention of 1948 as regards being fire-proof. They are made of steel plate and filled with fire insulating material. They are equipped with door grips on both sides. Each door half is provided with a built-in hydraulic door closer, arrang­ed so that if the door is opened ap­proximately 90° it will keep the door open in this position. To ensure that the door is kept open under reason­able conditions of sea motion, a mag­netic door stop is provided in addition, consisting of a powerful permanent magnet. A small plate of steel on the door acts as an armature when the door is pushed against the stop and the door remains open until given a pull of a few kgs, after which closing is effected automatically in a smooth manner.

The door locks are fitted in the top door frame and are actuated by an electromagnetically operated retiring cam mounted on the car; the locking tongue registers in the corresponding receiver in each door half. When the door is locked a contact in the lock closes simultaneously. This contact is in the operating circuit and the lift cannot start until this is closed. In the frame is also fitted an operating con­tact which is closed by a bridge con­tact on the door, one for each door

S C H I P EN W E R F

half. These devices ensure that the doors are closed and locked before the car can be set in motion.

In normal lift practice the retiring cam operates in such a manner that it is retracted as soon as an operating impulse is given, causing the lock to fall and lock the door. This method, however, leaves the door unlocked when the lift is standing at a landing. To prevent movement of the doors during the rolling of the ship in such circumstances it would be impractica­ble to arrange the door closer so that it could keep the door closed as this would require too much effort on the part of the passenger. For this reason the retiring cam has been ar­ranged in such a manner that it opens the lock when energized. This takes place during some 4 secs after the lift has stopped at a landing to allow passengers to open the door, and as long as the door is open, and also during some 4 secs after the "Lift" push button at the landing where the lift is standing has been pressed. In the car there is- also a push button for unlocking the shaft door. An unlocked door is indicated by the "Lift here" indicator. In this manner an efficient method of retaining the doors has been devised.

The shaft opening covers of the dumb-waiter are of the vertical sliding type made of fireproof ceramic ma­terial in a steel frame. The covers are locked by a lock operated by a fixed cam on the cage. The covers are furthermore fitted with a bridge con­tact for closing an operating contact of the same type as for the double doors.

f. Controllers and Control DevicesThe lift controllers are built as a

unit containing the basic elements of the controllers, namely two reversing contactors, a starting contactor with a starting resistor, a number of floor selectors, an appropriate number of floor relays, auxiliary relays and re­sistors.

The reversing contactors are of tri­ple pole design and are fitted with carbon and copper contacts thereby obviating any risk of seizure. Two of these contacts are used for making and reversing the motor current and the third contact is intended for connec­ting the brake magnet and the shunt field. The contactors are fitted with a number of auxiliary contacts.

The starting contactors have similar contacts to the reversing contactors and are equipped with double pole contact levers which successively short- circuit the starter resistor. The oper­ating coil is connected across the motor armature and as the voltage increases the levers trip at different motor speeds

223

during starting, cutting out the resist­ance.

The floor selector, which is chain driven via the speed governor from the lift, consists of a number of single pole two-way contacts which connect the reversing contactor for up and down travel as the lift passes the different floors and which break the operating current for the desired landing.

• The floor relays are operated by push-buttons in the car or on the landings. When the lifts are operated only by an attendant, the car push­buttons operate the floor relays, the landing push-buttons operating addi­tional relays which indicate to the attendant in the car from which land­ing the call has been given and also to the would-be passenger at the landing, by indicating "lift coming", that the call has been registered. The call is automatically extinguished when the car stops at the landing in question.

The controllers are fitted with a contact device for operating the floor indicator at each landing.

For lift B l, B2, G l and G2 the controllers further contain the con­tactors, relays etc. required for the automatic operation of the car doors.

The controller for lift E doet not contain a floor selector but the move­ment of this lift is controlled by con­tact devices in the shaft.

g. Safety GearThe safety gear used for all lifts

is of the wedge type, consisting of two support beams fixed to the underside of the car. Both ends of the beams are provided with steel end-pieces carrying serrated wedges. When the car speed in the downward direction exceeds normal speed by 0.3 m/s the speed governor actuates these wedges by forcing them in between the guides and the above mentioned end-pieces in such a way that the car is rapidly lock­ed to the guides. The ropes are attach­ed to two beams at the top of the car by means of an aqualizing device which, in case of repture or substantial elongation of any rope, also operates the safety gear. A contact device on the safety gear interrupts the main operating current and causes the lift motor to stop and the brake to fall when the gear is operated.

The overspeed governor consists of a sprocket wheel fitted with loaded weights thrown out by centrifugal force as the governor is driven by the chain attached to the car. At the set overspeed downward, these weights cause the release of a gripping device which locks the driving chain which in turn operates the safety gear.

Mechanically connected to the speed governor by another chain is the main limit switch which, when the lift over­

travels, interrupts the main supply. The switch is of the screw spindle type.

h. CarsThe cars are made of steel plate,

the inside of lifts B l, B2, Gl and G2 being lined with teak and rubber with metal strips, and that of the remaining lifts hard lacquered, all cars having rubber mat floors.

The manually operated car gates of the double type are made of steel tub­ing, run on bakelite rollers to elimi­nate noise and retract along the sides of the car. They are fitted with a con-

IN SU LA TIO N

When designing and building the ship, special attention was given to the insulation. An important problem in designing a motorship is the prevention in the passenger accommodation of sound nuisance caused by a high degree of sound in the engine-rooms.

In this special case two further points were of importance, namely the fact that the ship had to be built in accor­dance with the requirements of the new Convention 1948 and secondly the ap­plication of a complete air-conditioning of passenger and crew accommodation.

All exposed walls and decks had to be insulated in such a way that heat trans­mission would be as small as possible and so as to prevent condensation nui­sance.

For the same reason all ducts for conditioned air must be insulated. It is not possible to prevent all sound from engine-rooms etc. entering the passenger accommodation. As the engines are con­nected with the foundations welded to the steel hull, there is always a trans­mission of sound through the hull con­struction. Nevertheless it is possible to

FLOOR COVERINGS

Minute attention has been given to the floor coverings. Great care was exercised to obtain only those materials best suited for each individual space. In all cases the designs and arrange­ments finally decided upon were de­termined by the use to be made of the particular space concerned.

Linoleum in various designs was used on the floors of the passenger state­rooms and cabins, and also in the ac­commodation spaces for the use of the crew. In the passenger cabins, a very interesting pattern, consisting of al­ternating strips of 6" width of plain grey, and 18" width of grey with a wood grain was used. In the crew accommodation, linoleum of a light brown colour with a simple but at­tractive dark brown border was chosen.

Linoleum has many excellent proper-

tact device closed when the gate is closed. The two halves of the gate are mechanically connected to one another, so that opening or closing one half brings about simultaneous operation of the other.

The automatically operated car doors, also of the double type, are made principally in the same manner as the car gates, but the space between the tubing is filled with teak to obviate any risk of trapping. The door machin­ery, which gives a sinusoidal movement to the doors, is placed on the car top and insulated from the car to give

diminish the sound to a convenient de­gree. For a passenger ship of the Kungs- holm class it is possible to reduce the sound level in the engine-rooms by 10 decibel. This is proportionate to a re­duction in sound level as observed by the human ear of 50 per cent.

To fulfil all requirements, the Pax- marine system of combined sound- and heat-insulation has been applied. It con­sists of an asbestos acoustic tile, Paxtile, provided with a heat-insulation layer at the aft side. All heat-insulation is of "Limpet" sprayed asbestos. The thick­ness of heat- and sound-insulating lay­ers is 50 mm and 25 mm respectively. The total surface of Paxtiles in the engine-room was calculated in such a way that the resulting sound absorbed caused a reduction in sound level of approx. 10 decibel.

On the trial trips sound-measure- ments were taken to control the results. The sound meter was of the General Radio Co. type in combinatinn with a cristal microphone. The results were satisfactory both for the engine-room and passenger accommodation. In com-

ties, the most outstanding of these and at the same time of the greatest interest to the occupants of the spaces so covered are extreme comfort under­foot, a total absence of splinters, good insulation qualities against heat, good sound deadening properties. It is also very hygienic, being easily kept clean.

Rubber floor coverings were chosen for the passages, rest rooms, bars, halls, offices and stairs.

Rubber floors have been proved to be dependable, they are very durable, they eliminate irritating noise, and are non­slip, a valuable property on shipboard.

Designs of an exclusive nature were carried out in laying this material, such as tiles laid diagonally with strips.

In the bar room and passages, hollow plinths were used in colour.

The rubber floor were predominently

silent operation. In the top of the car there is a lever for opening the car doors from the inside in case of emer­gency, as the door machinery effects locking of the doors in the closed po­sition. Normal operation of the doors is such that the car doors cannot close before the shaft doors are closed, clos­ing occuring on the pressing of a landing push-button. On arrival at a landing the car doors open automati­cally. Should it be necessary to reverse the closing of the car door, this can be effected by pressing a push-button "To open car door" in the car.

parison with other ships of this type, the sound level can be considered as very low. In the passenger and officers’ accommodation the sound level was 65- 70 decibel, which is comparable to a quiet conversation between two persons.

The material . chosen for the heat insulation was sprayed Limpet asbestos. A compact layer without seams is thus obtained in close contact with the steel. A high insulation-efficieney is obtained. The outer surface of the asbestos-layer is not provided with a vapourtight layer. As long as the temperature of the surface of the Limpet asbestos is above the dew-point of the surrounding air and when some ventilation is provided, no progressive condensation occurs. The reason of this behaviour of asbestos is not known. Probably the physical properties of the bundles of fibres play an important part.

All steam-pipes are insulated with Newalls 85 % Magnesia.

For all low temperatures, insulated expanded cork in plates and shells has been applied.

grey, black being used for finishing purposes, borders, etc.

In the gymnasium, cork parquet was selected. This material is non-slip, ex­tremely resilient and comfortable un­derfoot. It has complete freedom from splintering, and is therefore an ideal floor for a room of this description.

Linoleum, rubber and cork tile floors require a composition underlay, and the type of composition so used is of great importance on shipboard. For such underlay compositions a stringent specification must be met, as the under­lay must be self-adhesive to the steel deck, comparatively light in weight and sound deadening.

Aranbee underlays were used on the Kungshohn under the linoleum, rubber and cork floors. In addition to its self- adhesive and low weight properties,

Aranbee can be applied comparatively thinly; it is elastic and so it easily ac­commodates itself without fracture to vibration, flexure and movement of the steel decks on which it is laid. In ad­dition Aranbee enhances to a very great extent the foot comfort of the top

coverings applied, and also contributes greatly to the elimination of unpleas­ant traffic sounds and noises.

In the passages on the lower decks used by the crew and domestic staff, Litosilo composition was used, whilst in the refrigerating holds Linotol was

laid, both of these being improved magnesite compositions.

Litosilo sub-floors were also used, as it is possible to secure this material to the steel deck underneath in a simple way and as it is likewise of assistance in eliminating traffic noises.

ENGINE INSTALLATION

a. Engineroom arrangementAlthough at the time of signing the

contract, there was neither a specifica­tion nor a plan for arranging the engine-room, the following data were mentioned in the contract:1° The two propellers to be driven

directly by main engines of Bur- meister and Wain-manufacture.

2° Generators of A.S.E.A.-manufac- ture to be driven by diesel-engines made by Nohab.

Basing their plan upon these data, “de Schelde” designed an engine-room arrangement which was accepted by the owners. At the request of the owners, and as a consequence of the watertight subdivision of the ship, main- and aux­iliary engines are placed seperately in two engine-rooms.

In another watertight compartment the refrigerating-compressor room and the evaporator-room are arranged. For­ward of these, is situated a separate room with machinery for the air- conditioning plant whilst in the fore­ship on the D-deck one can find the large swimming-pool. Below this ar­rangements are made for regulating the level of the swimming-pool by means of the swimming-pool pump.

Altogether this comprises an exten­sive machinery plant. It is, however, very compactly designed so that, for instance, the well-known 13 % of the B .R .T . for the main engine-room is not attained. The general arrangement of the engine-rooms is given in fig. 33. By checking the list, practically all auxiliairies can be identified on the plan.

b. Main Engines,The two main engines are supplied

by Burmeister & Wain, Copenhagen, and are of the firm’s standard direct reversible, 2-cycle, single-acting, uni­flow scavenged crosshead type. Each engine has 8 cylinders with 740 mm diameter and 1600 mm stroke.

The rated continuous output of this engine type is 920 B.H.P. per cylinder at 115 r.p.m. corresponding to an in­dicated mean pressure of about 6.5 kg/ cm 2.

In the present case the contract specifies the following outputs:

Duration Continuous 8-hours 1-hourB.H.P. 2X 7000 2X8600 2X9050r.p.m. 115 123 125m.i.p.

kg/cm2 6,2 7,0 7,25

The fuel oil consumption at 2X7000 B.H.P. is guaranteed not to exceed 160 grammes per B.H.P. per hour ± 5 % with diesel oil of not less thans 10.000 kcal/kg net calorific value.

For lubricating oil consumption no guarantee was stipulated in the con­tract, but according to previous experi­ence with reasonably well-maintained engines of this type a consumption of well below .4 grammes per I.H.P. per hour may be expected.

Figure 34 shows a cross-section in this B & W engine type and figure 3 5 is a photo of the starboard engine on the test-bed.

The two scavenging blowers which are of the Roots type and driven by chains from the crankshaft and the four air-intake silencers are, as will be seen, placed at the rear side of the engine to give minimum engine length.

The thrust bearing, just noticeable behind the barring gear, is incorporated in the bed-plate.

The manoeuvring stand is at the center of the engine on the port side, just opposite the blower chain drive and the manoeuvring stand for the port engine (fig. 36).

The bed-plates and entablatures are of cast iron and the gas forces are transmitted from the upper part of the cooling water jacket to the under­most flange of the bed-plate cross­girders.

The cooling water jackets, which are bolted together, and the scavenging air box form rigid longitudinal girders.

The cast steel cylinder covers are bolted to the cooling water jacket and in each cover are placed an exhaust valve, two fuel valves, a safety valve, and an indicator cock.

The crankshaft is built entirely of webs of cast steel. The balance weights are cast in one piece with the webs.

The guide pressure is transmitted to the frames by means of four guide shoes and guide bars.

The short piston is carried on the piston rod extending from and bolted to the crosshead. The cylinder liner which is free to expand downwards

from the top of the cooling water jacket ends open in the scavenging space. The latter is closed towards the crank-case by a wall which carries a stuffing box for the piston rod. By this means no combustion products reach the crank-case, so that the crank­case oil is kept clean and in good condition.

The two cam shafts are driven by chain from the crankshaft. The upper­most cam shaft actuates the exhaust valves through cams, rollers, pushrods and rockers. The lower shaft actuates the fuel pumps and is reversible by means of a simple lost motion claw coupling provided with spring-loaded retainers for extreme positions.

The engine is forced lubricated and the pistons oil cooled. The oil pressures are about 1.2 and 1.4 kg/cm2 respec­tively.

Figure 37 gives a view, on top of the main engines.

During the technical trial trip on the 25 th to 31st July, the engines developed 22,750 I.H.P. corresponding to about 18,600 B.H.P. at 12 5 r.p.m. This output gave the vessel a speed of 21,2- knots.

With the vessel travelling at about 19 knots a full speed ahead to full speed astern manoeuvre was made. The engine commenced to turn astern 13 sec. after the signal from the bridge. The vessel was brought to a complete stop on 5 V2 X ship’s length and the time was 3 minutes and 15 seconds.

At a dead slow speed test at 20 r.p.m. the engines were running steadily and with regular firing on all engines.

c. “de Schelde” synchronizing gearExperience teaches that on a twin

screw ship disturbing variations can sometimes be observed as a conse­quence of the non-synchronized runn­ing of the propellers.

To avoid this inconvenience, “de Schelde” designed a special gear for synchronizing diesel-engines. This gear has given good results on other ships built by this yard and is now patented in many countries.

The purpose of the “de Schelde oil-pressure synchronizing gear” is:1° To adjust the required synchron­

izing angle of the propellers at

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Fig. 34. Cross Section Main Engine

each desired position from 0° to 360°, also during running by simply turning a small handwheel, and

2° To keep this angle constant by means of a sensitive automatic re­gulation of the fuel pumps of both main engines without changing the position of the fuel regulating levers.

In fig. 38 a diagram is given of

the synchronizer used on board the Knn gs holm. The synchronizer con­sists of two main parts:1° The hydraulic differential A and

its driving parts.2° The hydraulic coupling rod B,

mounted in the fuel-pump regul­ating system of each main engine and commanded by the hydraulic differential.

The hydraulic differential is a sys­

tem of two slides, rotating one in the other. The outer slide is driven by the starboard engine, the inner slide by the port engine, each with a trans­mission ratio 1 : 1 . Both slides rotate in the same direction. The relative rotation-velocity of the slides is equal to the difference in r.p.m. of the star­board and the port engine.

There are the ports milled in both inner and outer slide. Moreover two chambers are drilled into the centre of the inner slide. This arrangement divides the hydraulic differential into two parts. The chamber “a”, with the ports I, II and III forms the oil supply side. The chamber “b”, with the ports IV and V, forms the oil drain side. Fig. 39 gives a drawing of the inner and outer slide, showing a rel­ative position of the ports.

Through port I there is always an open connection between the chamber “a” of the inner slide and the oil supply line, taken from the pressure oil gear pump P. This pump is here necessary as the pistoncooling oil press­ure of the Burmeister and Wain main engines, being about 1,5 kg/cm2, is too low for actuating the hydraulic elastic rods B. The chamber “b” is always in open connection with the oil drain pipe, through the synchronizing gearbox.

The parts II and V provide the oil supply and oil outlet to and from the hydraulic coupling-rod of the star­board main engine, the ports III and IV provide the same for the port main engine.

Fig. 39 shows the ports II, III and V closed. No oil passage is then possible. This is the “ideal” position of the slides for synchronizing, which occurs when both main engines run with exactly the same r.p.m. and the pro­pellers are in the desired relative po­sition.

If now, for instance, the outer slide is turned with regard to the inner slide in the direction of rotation (star­board engine gains), the ports II andIV will open, whereas the ports III andV will stay closed. The regulating oil is directed from the slides to the hy­draulic coupling-rods of the main en­gines in such a way that when the starboard main engine coupling-rod is supplied with regulating oil, the port- engine coupling rod will at the same time stay in connection with the oil drain line (ports II and IV open) and the reserve. This working can be in flu ­enced by adjusting the overlapping of the ports in the slides.

In fig. 39 the relative positions of the ports are shown for the “ideal” position. Owing to the fact that the ports are milled helically in the slides, the overlapping can be made negative, zero or positive, by moving the inner slide axially. This is done by turning

the small handwheel in fig. 38 to the left of the hydraulic differential A. In the same figure, cross-sections over the slides are shown. By turning the handwheel the most favourable over- lapping condition can easily be found during running.

The differential (8-9-10) is used, not only for the transmission of motion from the wheel (7) to (10) , but also for changing the relative position of the slides.

Therefore the differential is called the “adjusting differential”. The plan­etary wheels (9 ) are mounted on a cross-piece provided with helico'idal teeth (11) . By turning the handwheel mounted on the shaft of the wormgear (12) , this cross-piece can be rotated by the wormwheel (13) , the wheels (14) and the screw-wheel (15) . Thus, by simply turning a handwheel and without stopping the engines, the rel­ative position of the two slides and consequently the required synchro­nizing angle between starboard and port shafting can be adjusted. The adjusting rotation is transmitted to a disc (16) mounted in a fixed dial. On the disc a black pointer is painted, indicating the adjusted synchronizing angle on the fixed dial.

Between the wheels (6) and (7) another differential is placed for driv­ing the pointer (17) . The screw-wheel (18) , rotating with the planetary

wheels of this differential, drives the wheel (19) with a transmission ratio 2 : 1 and the pointer (17) is directly coupled to this wheel (19) .

As the synchronizing indicator is not visible from the main engine operating stand, an electric remote in­dicator is provided. This remote in­dicator consists of a transmitter driven from the pointershaft (17) and a receiver, mounted on the forward bulk­head of the main engineroom.

The hydraulic coupling rod is mounted into the fuel-pumps regulat­ing system in place of an ordinary solid rod.

When the synchronizer is not work­ing, there will be no oil pressure in the hydraulic coupling rod. The spring presses the piston against the cylinder bottom and the elastic coupling rod will then serve as a solid one.

A longitudinal section of the rod is shown in fig. 40.

In case oil pressure comes under the piston, the stroke of the piston is limited by the adjustable screw-nut B. The most favourable stroke can be adjusted while the engines are running. The action of the synchronizer on both main engines consists only of reducing the fuel delivery, that is to say, the engine momentarily running faster

will be slowed down. As a consequence, synchronizing never causes an over­loading of the engines. To start the synchronizing it is only necessary to turn the changeover cock (D ) of fig. 3 8 into the position “on”, after the engines have been regulated with the fuel regulating levers up to nearly the same number of r.p.m.

The pointer (17) will rest in the same position as the black pointer (16) , which indicates the adjusted synchron­izing angle of the propellers. Often the pointer (17) will slowly oscillate around this point through a few de­grees, owing to action of the rudder. To stop synchronizing it is only nec­essary to turn the change-over cock (D ) into the position “stop” . The needle valve (25) in the lubricating oil line is always open to ensure the

lubrication of the slides also during non-synchronized running.

Although the ship has been found to be free of disturbing vibrations of any kind, very small vibrations, due to the two nodal vibrations in the hull and to the propellers, could be measured in some places. As could be foreseen, the maximum amplitude was found at the nose of the ship. There the amplitude of the vertical vibration is about 20 times as large as a midships. A t this spot the vibrations could be clearly measured by means of a “Geiger”- vibrograph at various settings of the synchronizing angle of the propellers. The result is shown in fig. 41. The magnification of the vibrograph is not taken into account when drawing up this diagram. The figure shows very clearly the influence of the synchro­nizing angle of the propellers.

Fig. 36. Manoeuvring Stand Fort Side Engine

d. Diesel Generator SetsSix diesel generator sets supplied by

Nydqvist & Holm AB, Trollhattan, Sweden, have been installed to supply current for lighting and power for cooling, refrigeration, air-conditioning and general service purposes. Four larger sets, each with a 7-cylinder Nohab diesel engine type L-7, and two smaller sets with 5-cylinder Nohab diesel engines type G-5 have been installed in the separate auxiliary en­gine room (fig. 42-43). The diesel en­gines have the following technical data:

Type of engine G-5 L-7No. of cylinders . . . . 5 7Cylinder diameter, mm 250 345

Stroke, mm ................. 420 580Normal B .H .P .................. 330 1190

„ r.p.m 330 300m.e.p. kg/cm2 ............. 4,3 5 4,30piston speed m/sec. . . 4,62 5,8

Both types of engines have the cylinders cast individually with inter­changeable liners and bolted to each other and to the scavenging pump of double acting piston type, to form a solid cylinder block. The inlet of the air from the scavenging pump and its passage to the scavenging air receiver is regulated by a rotating’ slide driven by a chain from the crankshaft. Spring loaded disc valves are placed at each cylinder in the scavenging air receiver.

The crankshafts, forged from Sie­

mens Martin Steel, have holes drilled for the passage of lubricating oil to the main and bottom end bearings. The cylinder covers, which are made in two parts, thus eliminating heat stresses during casting and facilitating cleaning of the water spaces, are each fitted with fuel valves, starting valves, safety valves and indicator valves.

The engines have direct driven lubri­cating oil pumps of gear wheel type. The cooling water for the fresh water cooling system is supplied by separate electrically driven pumps.

The engines type L-7 and G-5 are direct coupled to 72 5 kW and 200 kW 230 volt d.c. generators respec­tively of drip-proof design, manufac­tured by ASEA, Vasteras, Sweden.

e. Auxiliary Boilers and Exhaust Gas Boilers

The oil-fired Scotch auxiliary boilers of “de Schelde” make are situated in recessses on S.B.- and Portside. Each of them has a heating surface of 120 m 2 and has 8 kg/cm2 max. working press­ure. It is planned to fire only one boiler to raise steam for:

a) the air-conditioning plant.b) the evaporator plant.c) several heaters and heating coils.d) galleys and several pantries.e) the laundry.f) the steam-heating in some parts of

the ship.

As a rule one boiler will not be able to raise sufficient steam, especially when the evaporator plant is working.

For this reason, and to obtain greater efficiency of the whole plant, exhaust- gas boilers for the main engines have been installed.

These gas boilers are of “de Schelde”- “La Mont” design and they are each able to raise about 3 500 kg/h of 5 kg/cm2 at full power of the main engines.

The “de Schelde”- “La Mont” boilers are connected to the cylindrical boilers in such a way that the cylindrical boilers act as steam and water vessels for the exhaust-gas boilers.

The “de Schelde”-‘“La Mont” boilers are built up from parallel coils which are rolled on both sides in a header. In the header where the water is supplied can be found the well-known “La Mont” nozzles, which ensure a correct and stabilized distribution of the sup­plied water in accordance with the heat-transfer of each coil.

The boiler circulating pumps take the water from the Scotch boilers and discharge it under an overpressure of3,5 kg/cm2 through the nozzles into the exhaust-gas boilers.

As the capacity of these pumps is 6 to 7 times the max. steam produc-

Fig. 37. Top o f Main Engines

PORTS IN OUTER SLIDE

PORTS IN INNER SLIDE

D IRECT IO N O F ROTATION

A H EA D

Fig. 39. Scheme o f Inner and Outer Slide

tion of the exhaust-gas boilers, a mixture of water and steam flows back into the cylindrical boilers. There the steam is separated from the water. Steam for use on the ship is always taken from the Scotch boilers. An exhaus-gas boiler is self-regulating, for, at reduced steam consumption, the steam pressure and the saturation tem­perature rise. As a consequence the mean temperature difference between the gas and the water decreases until a new equilibrium is attained.

At very low steam consumption, the steam production of the exhaust-gas boilers can be further regulated to meet the consumption by closing one or more nozzles of the coils.

The automatic burner equipment of the auxiliary boilers is adapted to the self-regulating action of the exhaust- gas boiler in such a way that, when the steam pressure rises above 5 kg/ cm", the fuel regulating valves of the burners are gradually closed by means of “Hagan”-servomotors, which at the same time actuate damper valves in the forced draught air duct.

When the steam pressure has risen to 8 kg/cm2, the capacity of the burners is reduced to 25 % of the max. ca­pacity.

At a steam pressure of 5 . kg/cm2, the burner capacity is at its maximum. The burners, which are of “Laidlaw Drew” manufacture, are designed for hand-ingition and work with steam atomizing of the fuel. During starting up, the fuel is atomized by air. The plant is equipped with a magic eye for flame control which brings about the closing of a solenoid valve in the fuel line in case a burner fails. Fig. 44

shows a diagram of pipelines on the boilers. The exhaust lines of the main engines, as well as those of the auxiliary engines, are all equipped with patented “Schelde-Burgess” silencers for damp­ing high and low frequencies and with the well-known “Schelde” spark arresters.

f. Condensor and feed primpsWhen coming back from the ship

the condensated steam flows into a condensor of “de Schelde” make and is arranged on S.B. side in the auxil­iary engine-room. This condensor is “atmospheric”, i.e. has an open con­nection with the atmosphere, for there are no steam engines on board which need an idle.

As there is an evaporator installed on board, there is plenty of distilled suppletion water available, which is recommended with a view to the water tube exhaust-gas boilers. The feed pumps discharge the feedwater into the Scotch boilers over a “Mum- ford” feedwater regulator to keep the water in the boilers at a certain level. There is a discharge connection of the feed pumps to the pressure ves­sels of the sprinkler tanks, in order to

enable these tanks to be pumped up even when they are under pressure.

The fresh water cooling system o f the auxiliary engines is connected to the circulating pump of the con­densor, as a standby for this pump.

g. Fresh cooling w ater systemsThese systems of main and auxiliary

engines are separated and both systems have a hundred percent standby pump capacity. However, connections are made which give the possibility o f:

1° Warming up the main engines by means of cooling water from the auxiliary engines.

2° Cooling the auxiliary engines by means of the cooling water pumps of the main engines and the re­verse (at reduced speed of main en­gines).

h. Circulating W ater SystemThe circulating water systems o f

both the main and the auxiliary en­gines have a hundred per cent stand­by in pump capacity. Moreover there is an emergency connection for cool­ing the main engines with sea water.

STROKE

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Fig. 42, A u x ilia ry Eng ine Room

i. Bilge Lilies

Each main circulating pump has direct suction from the main engine- room. In addition to the bilge pump and the ballast pump, which latter acts as a reserve bilge pump, there is an electrically driven plunger pump installed in the auxiliary engine-room as an auxiliary bilge pump for normal use. The emergency bilge pump, the so called S.O.S. pump, is also placed in the auxiliary engine-room and is first of all connected to the emergency bilge line. This line has a diameter of 15 0 mm and runs from fore to aft through the ship.

As is generally known all valves in this line must be operable from deck. The necessity for this causes considerable difficulties on board elab­orate passenger ships, as rods and gears have to pass through the ac­commodation in practically all parts of the ship.

To avoid these difficulties “de Schelde”, during the last war, develop­ed a new pneumatically-operated valve which is used on board the K u n g s h o l m as well as on many other ships built by this company and which is patented in various countries. The design of the mechanism is shown in fig. 45.

j. A ir-operated Valves

In this figure, 1 indicates a hori­zontally arranged air cylinder and 2 a piston working reciprocally in it. The piston 2 is provided with rack teeth 3, engaged with a pinion 4, which can rotate freely about a valve

stem 5 and which is formed integrally with a multiple screw-threaded po­sition 6 connected with a stationary nut 7, the valve stem 5 being co­axially arranged with the parts 4 and 6 and placed by a shoulder 8 on the valve stem and a nut 9, so that the parts move in a vertical direction. Thus, by this mechanism, the recip­rocating movements of the piston 2

are converted into an axial up or down movement of the valve-stem 5.

The ends of the cylinder 1 are con­nected to a pressure air scource by unions 10 and 11, the air conduits and control valves therefore not being shown. But these valves are so con­structed that upon admission of air under pressure to one side of the piston, the space on the other side is connected with the atmosphere, so that by reversing the air supply the stem 5 of the stop valve is moved in one direction or the other and the valve opened or closed respectively. As is shown on the figure, the piston 2 is provided with an opening 12, in which the rounded upper end of one arm of a lever 13 is engaged. This can be pivoted about an axis 14 and is situated in a vertical plane at right angles to the axis of the piston, passing through the centre of the trajectory travelled by the end of the lever engaging the piston during one com­plete stroke.

The other arm of the lever is acted upon by a spring 15, of which the fixed point of attachment indicated at 16 is also situated in the said plane. The result is that during the first half of the piston stroke, under the action of air, the spring 15 is stretch­ed and the energy thus accumulated in the spring is released, when the spring passes through its vertical dead centre position. The spring retains the valve in its extreme positions and, when the valve is closed, is able to

b o il e rCIRCULATINGPUMPS

Itx|- ■ * ItXll-

Fig. 44. Arrangement o f Boiler Feed- and Circulating Lines

retain it in this position against a vacuum above the valve.

In a downward direction the stroke of the valve is limited by its valve seat, in an upward direction the stroke is limited in that the piston 2 abuts a projection 17 on the cylinder-cover.

In addition to the pneumatic meth­od of remote control of a valve, the valve stem 5 is provided with a nor­mal hand-wheel 18 for direct oper­ation. By means of a connecting piece 19, which, as in the case of the hand­

wheel itself, is arranged on a square portion of the valve stems 5, the hand­wheel is coupled to the pinion 4, the connecting piece being so shaped that the parts 4 and 6 are free to rotate through an angle of 90° relative to the hand-wheel. Thus during the sec­ond half of the stroke caused by the action of the spring, the hand-wheel can remain behind. The hand-wheel 18 and the connecting piece 19 are mutually immovable as they are on the same square portion of the valve stem.

The connecting piece 19 and the mem­ber 4 are interengaged by means of a lug or shoulder on one part which extends with tangential play into a recess in the other part, so as to provide for lost motion between both parts in the rotational direction.

The spring 15 is so dimensioned that on the one hand it provides the necessary contact pressure, subject also to a suitable construction of the means of transmission between piston and valve stem, and on the other hand is

such that it may be overcome by hand force since, after a remote control operation, both sides of the piston are relieved and the stop valve may be operated by hand. The free angular movement of 90° between the hand­wheel and the pinion 4 permits the pinion to rotate relatively to the hand­wheel during the rapid movement of the piston caused by the action of the spring in the second half of its stroke.

On board the Kungsholm a total of 3 0 valves of this type are used for the following purposes:12 in the emergency bilge line.

Fig. 45.

3 for starting the S.O.S. pump as a fire pump.

14 on various fuel oil bunkers and settling tanks.

1 as sea-inlet valve for the emergency diesel driven fire-pump in the fire station on C-deck aft.

The air for commanding the valves is supplied by an air vessel connected to the 8 atm. working airline of the ship. This vessel is placed in the emer­gency central station on the Sundeck. In case of the working airline being out of order, air can be supplied by a

special electrically driven air-compress- or with a capacity of 20 m3/h free air and a discharge pressure of 8 atm. This compressor is placed in the same station and its electromotor is fed from the emergency switchboard. In the emergency control station can also be found 29 control cocks of pneu­matically operated valves. A second air vessel mounted in this station acts as stand-by for the one first mentioned and also supplies the air for the operation of a “Kingston”-valve of 360 mm diameter in the bottom of the ship between frames 118 and 119.

Mechanism o f Pneumatically operated Bilge Line Valve

AIR OPERATED VALVE

S c h i p e n ' W e r e

IN W HEELHOUSE

A IR RECEIVER

2 9 AIR OPERATED VALVES

Fig. 47. Pressure Regulating Device for Water

Fig. 4S. Arrangement o f Kingston Valve

Fig. 49. Evaporator Plant

Fig. 46. Evaporator Room

When this valve is opened from the bridge, by turning its air-control cock, a lability tank of 83 m3 capacity is flooded in a short time, to improve the stability of the ship in case of emergency.

A second control valve is mounted in the above-mentioned control station and a special cock for testing by the engineers is placed near the “King- ston”-valve itself. Owing to the fact that the valve is provided with an air- cylinder with a loose piston in it, the valve can be operated from the bridge and from the control station inde­pendently of each other. In fig. 48 a schematic drawing of the system is shown. The working airline receives its air from the starting air-vessels with a working pressure of 25 kg/cm2 via a “Schelde” air-reducer.

To start the machinery in the en­gine-room, a diesel-driven air-com- pressor with hand starting is installed to pump up the starting air bottle of the auxiliary engines.

The starting air bottle of the emer­gency dynamo of 90 kW can be filled by the main compressors and also by means of a hand compressor.

k. Ventilation o f Engine RoomsMuch attention has been given to

the ventilation of the enginerooms. In

total 8 axial flow fans of ’’Aerex” manufacture press down 71.5 m3/sec of ventilating air to effect a good ventilation.

To ensure a perfect air circulation in the evaporator-room, this room is equipped with a pressure fan and an exhaust fan. The refrigarating com- pressor-room is also equipped with an exhaust fan.

The two fans for the oil burners of the auxiliary boilers, each with a ca­pacity of 1.33 m 3/sec, sustain the air circulation in the auxiliary engine- room.

1. Evaporator plantThe m.s. Kungsholm has a storage

capacity for drinking-water of 1323 tons, which is considered to be suffic­ient for a normal crossing from Go­thenburg to New York.

The evaporator plant, consisting of two “Schelde-Prache & Bouillon” 3 - stage evaporators, each of which has a max. production of 175 tons per 24 hours, are used as a stand-by. On normal trips the evaporators will not be used continuously, but during cruising it will be an advantage to have them on board.

The cost of evaporating sea-water is, apart from the initial outlay, very low, as the steam consumption of about

28 50 kg/h per evaporator is easily covered by the steam production of one exhaust gas boiler when the main engine concerned is running at full speed.

The evaporators work with forced circulation and are distinguished by a very compact design. The result is that in the relatively small evaporator-room (fig. 46) there is also a space for:

The drinking-water pumps.The “Norit” drinking-water filters.The hot fresh-water pumps.The hot fresh-water tank.The hot sea-water heaters.All pumps and equipment pertaining

to the evaporators.

The hot salt-water pumps are missing in the above-mentioned list. These pumps could be omitted as the evapo­rator feed pumps are designed for a much higher pressure then is neces­sary for merely feeding the evapora­tors. Part of the circulating water, coming from the condensor pre­heater and from the distillate cooler and delivered by the evaporator feed pump, has a mean temperature of about 50° C and is discharged directly into the hot sea-water pipe-line system of the ship. With the exception of three very small circulating pumps on some of the decks, large hot sea-water pumps are superfluous. The remaining hot sea-water is discharged overboard via a special overboard valve which keeps the whole system under pressure. The hot sea-water flows through two sea-water heaters which have a thermo­statically regulated steam supply. Steam is directed into these heaters when there is no evaporator working. The sanitary pumps are in their turn discharging cold sea-water through the heaters to give cold and hot sea-water to the ship at the same time, or to raise the salt-water temperature while the evaporator is running.

The hot fresh-water pumps take their water from the hot fresh-water tank which is kept full by the evapo­rator. The hot fresh-water flowing from the evaporator to the tank has not yet entirely passed the distillate cooler. So when the evaporator is working, it is not always necessary to put steam on the heating-coils in the hot fresh-water tank. When the evapo­rator is not working, the tank is con­nected to the discharge of the drinking- water pump which keeps the tank full. The water is heated by the steam coils.

A scheme of the system for one evaporator is given in the simplified diagram of fig. 49.

The quantity of feed-water of each evaporatorbody is regulated by means of a special regulating valve. The sup­

S C H I P E N W E R F 237

ply of feed-water must be adjusted in such a way that the salinity of the blown-off water is between two and three times the salinity of the sea­water.

The salinity of each stage can be checked by means of aerometers. A blow-off valve commanded by a float- gear keeps the water level in each stage at a fixed height. So it is important to carefully adjust the quantity of feed water for each trap by means of the above-mentioned regulating valves. As, for the reasons already stated the dis­charge pressure of the feedpumps on board the Kungsholm is as high as 7 kg/cm2, it might be difficult to regulate the quantity of feedwater properly. For this reason a pressure regulating device for water is installed in the main feed- line of each evaporator. The design is shown in fig. 47. The regulating valve is closed in proportion to the rise of the secondary pressure. The secondary waterpressure of about 2 kg/cm2 is adjusted by means of the spring.

As the drinking-water thus produced is quite sterile, the water is not treated in any way. Thanks to the strong aeration by means of the aerating pump the taste of the water is excellent.

To avoid the necessity for frequent mechanical cleaning of the tubes of the evaporator bodies, which is inevitable with a so called ’’high pressure” evapo­rator, arrangements have been made for mechanical cleaning by means of ’’Strippalon”, For that purpose three small circulating pumps with a tank and the necessary piping have been installed on board. Thus the evaporator- tubes and, after a longer period, also the whole plant including the con- densor-preheater are all cleaned by chemical means. It has been proved that the cleaning is accelerated by blowing in air during the process, for which purpose special arrangements have also been made.

m. Drinking Water SystemThe drinking-water pumps as well

as the sanitary pumps discharge water directly into the ship’s pipe-line system, without a gravity tank and without circulation. As in the case of the sani­tary pumps, an overflow valve on the discharge line of the pump prevents heating of the pump when there is no water-consumption, by discharging some of the water back into the storage tank. The overflow is set at 5 kg/cm2 being the pressure for which the pump is designed at the normal capacity of 50 m3/h.

Owing to the height of the ship, a notable difference of water-pressure on the water taps on the lower and the upper decks could be anticipated. To save fresh water and to avoid

excessive splashing in the washbasins on the lower decks, devices for regulating the water-pressure are placed in the supply lines to the lower decks. The design of these devices is the same as is shown in fig. 47 which has already been mentioned.

In total, 7 of these valves have been installed for the fresh-water system, all set at a discharging pressure of about1,5 kg/cm2. Their body is entirely of bronze, with the valve and the spring of stainless steel.

n. Suimmingpools. Pumping arrange­ments

There are three swimming-pools on board, situated as follows:

One loose pool in hatch no. 2 on the upper deck. Net capacity 5 5 m3.

One pool for the crew on the upper deck forward. Net capacity 30 m3.

One big pool on the D-deck. Net capacity 77 m3.

The pool in hatch no. 2 is filled and emptied by means of the ballast pump. The crew’s pool is filled through the deck wash-line and emptied through the scupper-lines and storm-valves.

The swimming-pool on the D-deck is situated under the water-line and special arrangements have been made for continuous charging of the water and for regulating the level.

Filling and changing is done by means of supply lines which are con­nected to the cold and hot sea-water piping. Quantity and temperature can be controlled by means of stop valves in these lines.

The level of the water is limited by an overflow gutter around the basin.

The water flowing over into the gutter runs into an overflow tank and is drained off by the swimming-pool pump which has a capacity of 20 m3/h. It is then pumped back into the swim­ming-pool after passing through a filter. When water is run into the swimming-pool, the level in the over­flow tank will rise. A float-controlled pilot valve then de-aerates the piston of a change-over valve in the dis­charge of the pump. The change-over valve is pressed upwards and the super­fluous water is pumped overboard. For greater safety the overflow tank is equipped with an overflow pipe into the bilge and with a high-level and a low-level alarm. The pool can also be filled and emptied by means of the ballast-pump and emptied by the swim­ming-pool pump after the change-over valve has been blocked in the upward position.

When the level of the swimming- pool has to be lowered for any reason, the swimming-pool pump can remain in service for filtering purpose. The suction side of the pump is then con­

nected to the ballast-connection of the pool and the pilot valve must be blocked in the position for pumping water back to the pool.

o. FunnelsMuch attention has been given to

the funnels, as these have become an important part in the design of a ship.

Forty or more years ago the smoke stacks on a ship were used only to get rid of the smoke gases from the boilers. The higher the stacks the more im­posing the ship, and in this respect the number of stacks was important too.

For a modern passenger liner more or less streamlined funnels will be necessary to harmonize with the design of the deck-housing. If however the exhaust gases flow into irregular air­flows owing to a number of eddies, there is no real streamlining so the shape of the funnels is in this respect immaterial.

Therefore special care had to be taken that the exhaust gases should disappear into undisturbed airflows, in order to avoid smoke and root falling on the promenade decks. The shape of the funnel has an im­portant influence upon the behaviour of the smoke plume. On a modern motor ship however the silencers and spark arresters for main and auxiliary engines, smoke outlets of auxiliary boilers etc. having partly to be placed in the funnel, so that its shape will depend upon the space required for all this apparatus. It was up to the ship­yard to find a compromise which would satisfy the owners’ demands to keep the decks free of smoke and soot, which would house all the aforesaid apparatus and yet give the ship a striking appearance.

The funnel as it is now designed, has a more or less mathematical shape, consisting of conical surfaces fore and aft, and slightly curved side walls. The descriptive lines marking the transition of both fore and aft conical surfaces into the slightly curved side wall are parallel to each other and also parallel to each descriptive line of that side wall. The upper edge of the funnel is cut rectangular to the most forward descriptive line of the funnel. This design results in a slight tapering of the funnel.

According to the requirements of the owners, the ship had to be equipped with two funnels. As the forward fun­nel is not used for exhausts from the engine-room, it is a somewhat larger copy of the rear funnel, and is used for other purposes. Investigations car­ried out on a wooden 1 : 100 scale- model of the hull above the waterline, complete with the superstructure, in the wind-tunnel of the National Aero-

nautical Research Institute in Amster­dam, resulted in a complete success for this shape of funnel.

A general layout of both funnels is shown in fig. 50 and fig. 51. To meet certain requirements concerning the stability of the ship, the yard made the funnels completely of sea-water re­sisting Al-alloy. In general the funnels are built of plates of 6000 X 1300 mm in thicknesses of 5 mm and 4 mm for the lower and upper parts respectively. The decks are of 4 mm plates, whereas the bulkheads which partly support the decks are 5 mm thick. For the stiffeners of the hull and the beams of some of the decks, in the funnels a 2-profile is used which combines light weight and great stiffness. The main stiffeners and beams however are of composite construction.

p. Ship’s pipe-linesThe pipe-lines outside the engine-

rooms have been installed partly by the yard and partly by N.V. Bronswerk at Amsterdam.

The principal lines are:Air-, sounding-, filling- and over­

flow pipes.

Scupper- and soil-pipes.Main sewage-lines,.Deck-wash and fire-extinguishing

system.Cold and hot salt-water system.Cold en hot fresh-water system.Air-pressure lines for air-condi­

tioning.Steam- and condensor pipes for

heating and general service.Ice-water system.H ot water and chilled/warm water

lines, for air-conditioning.Steam fire-extinguishing system.C 0 2 fire-extinguishing system.Sprinkler automatic fire-extinguish­

ing lines.

Pipe-lines for water-tight and fire- doors systems and for hydraulic opera- , tion on the light metal hatch-covers in the tween-decks.

Most of the scupper- and soil-pipes are connected to the 8 sewage installa­tions.

q. Sewage ejector plant

The sewage ejector plant is made by Adams-Hydraulics.

The sewage pipe-lines are carried to

several convenient points of the vessel where sewage ejectors are installed, there being in all 13 ejectors units. These consists of 5 pairs of 60 gallon capacity ejectors, one 40 gallon single set and two 20 gallon single sets, thus there are in all 8 points at which these sewage ejectors are installed.

The sewage mains discharge into steel storage tanks and from the storage tanks the sewage is carried out through stop and non-return valves into the ejector cylinders. "When the sewage has filled the ejector cylinder to its maxi­mum capacity, an automatic float- operated movement valve comes into action admitting compressed air to the ejector cylinder.

The compressed air admitted thus to the ejector cylinder closes the inlet reflux valve and forces open the reflux valve on the ejector discharge side, the sewage being forced through the de­livery pipes by the compressed air and delivered through the ship’s side below water line. This process continues until the ejector cylinder is empty, when the float cuts off the supply of compressed air and opens the exhaust valve allow­ing the compressed air remaining in the

I E JJT NCOMPRESSOR TYPE 4x210x135 4x210x105 4x210x 165 4x 210x135

R.P. M COMPRESSOR MAX. 300 300 300 300CAR K CAL.[h A T - I0 ‘ C EVAP. TEMP 101.000 107.000 107.000 107.000COOLINOWATERTEHPERATURE * 30*0 + 30*0 +30*0 +30*0POWERCONSUMPTION H.R 61 61 61 &CAP. K CAL.Ih AT EVAR TEMP. 7300q/m1?iS*c 7JOOO/*7*Vi JffOOO/.-iftVPOWERCONSUMPTION HP. AT EVAP. TEMP. SV -1 T S 'C u £ n s * c A2f-3n*c. i ¥-30*CMOTOR OUTPUT H.P. 70 70 70 70P. P.M. ELECTRO-MOTOR w o/eoo * m Im o WQJêooCOOL/NO SURFACE CONDENSER 45 mz 4Sm * 23m* 26* m*COOLING SURFACE SHELL 4 TUBE EVAPORATOR 30 m* 30 m* 30 ml —

TEST P R E S S U R E S : CONDENSORS & EVAPORATORS [pREON- S ID E] AND FREON- COMPRESSORS EXCL. CRANKCASESTESTED BY AIR PRESSURE AT 2A.5 kt)/cm* * 350 L B s / t J SUBMERSED

PIPELINE IN SEAM LESS STEELVALVES: CAST IRON; INNER PARTS STEEL

EVAPORiTORPIPES : SEAMLESS STEEL [NOT SALVANISEOj

CONDENSORPIPES : ALUMINIUM BRASS

INSULATION COLO PREON PIPELINE: FOR BRINESYSTEM - 2S°C * Sx S cm CORK SLABS

FOR BRINESrSTEM- 7 ° C * . 2 x L t m C0RKSLABS

X j THERMOMETER

SAFETY VALVE

© LOOKING GLASS

t X VALVE

B l REGULATING VALVE

B GAUGE-GLASS

CONDENSORS iTESTED BY AIR PRESSURE AT 2A.S kg /cl IN WATER OF 9 0 ° F * 32°C ..CRANK CASES OF THE COMPRESSORS TESTED BU WATERPRESSURE TO U k}jcm iS O O L lS jO : AFTERWARDS B'J AIR PRESSURE TO 10,5 k }\cm : ISO LBS/ □ " IN WATER AFTER ERECTION IN PLACE; CONDENSERS EVAPORATORS AND PIPELINE TESTED B 'J AIRPRESSURE TO 10.S kg/cmh: ISO L B S ./ a . .WORKING PRESSURE. B .S k ç jc in ^ 120 LB S/cs '[LIQUID TEMP. - 3 7 ,S 'C J

Fig, 52. Scheme of Freon Pipe Line Arrangement

Fig.

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. Sc

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e Pi

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ejector cylinder to be discharged to the atmosphere. Thus the process continues until there is no liquid remaining in the small tank fitted to the ejector inlet.

A high level alarm gear is fitted to the inlet tank of the ejector, to give warning should the ejector fail to operate. There are in all 8 of these alarm sets with connections to an 8- signal indicator panel and a bell of special design. This is fitted at a con­venient point in the ship where it is readily observed. The operations of the separate ejectors can thus be checked.

To provide the compressed air for operating the ejectors, there are two rotary pattern water-cooled air com­pressors compressing , the air to a pres­sure of 40/50 lbs. per sq. ins. The com­pressors are of the horizontal pattern on cast iron base-plates, complete with water circulating pumps.

The compressors are directly driven through flexible couplings by 22% B.H.P. Marine-pattern motors running at 1500 r.p.m. Automatic starters are

provided, together with pressure switch­es for starting and stopping between pre-determined air pressures. The com­pressed air is delivered to air receivers and thence to each of the points where the sewage ejectors are installed. The only feed from the central compressor plant to the various ejector stations 'Consists in each instance of a small air main.

The machinery is entirely automatic in operation throughout and embodies the latest modifications and improve­ments for dealing with the problem of sewage disposal on board ship.

r. R efrigerating PlantThe refrigerating plant, manufac­

tured by “de Schelde”, provides:a. 4 cargo holds with a total volume

of about 370 m 3, temperature — 20° C.

b. 16 provision-rooms with a total volume of about 570 m3, with various temperatures from — 20° C op to + 8° C.

BRINE-SYSTEM 7°C .

c. 14 cold storage cupboards of va­rious dimensions, with temperatures from 0° C up to + 8 ° C.

d. 1 fresh water cooler installed in a fresh water pipe-line system throughout the ship. Capacity of the cooler = 10,000 kcal/h.

The refrigerating plant consists of an indirect cooling system, with Freon 12. as cooling medium for the compressors and brine cooling for the holds and cupboards. The installation is designed according to the requirements of Lloyd’s Register of Shipping for tro- pical-conditions.

Figures 52, 53, 54 show the schemes of Freon, Brine and Cooling water pipe-lines resp.

In total these are 4 single-acting four-cylinder “Schelde”-Freon com­pressors with a total capacity of ca.430,000 kcal/h at — 10° C evaporator temperature and + 3 0° C cooling water temperature.

Each compressor is driven by a 70H.P. electric motor by means of end­less V-belts.

BRINE-SYSTEM 2 5 ° C .

COOLINGWHTERPUMPS 1 RESERVE

UGH SEAWATER- PM-— =j

to w SEAWATER --------------- IN L E T -

SEAWATER-INLET IN AUXILIARY ENGINE-ROOM

Fig. 54. Scheme o f Cooling Water Pipe Line Arrangement

Fig. 5 5. Refrigerating Compressor Room

The large differences in temperature of the various holds necessitate two separate brine systems viz:

1 Cooling brine system,, to which all holds and cupboards with a tempera­ture of 0° C and higher are connected.

1 Freezing brine system, to which all

holds with a temperature lower than 0° C are connected.

The refrigerating plant is semi-auto­matic. The compressors and pumps are started and stopped by hand. The freon supply to the shell-and tube- evaporators is regulated by means of

“Pilot-float valves”, by which the freon liquid level in the evaporators is maintained at a fixed adjusted height.

The brine supply to all holds and cupboards is automatically regulated.

Each brine supply pipe-line of a hold or cupboard is provided with a magnetic-soleno'id valve which is con­trolled by a thermostat mounted in the hold or cupboard in question.

The brine coolers in the cargo holds are constructel as vertical pipe-coolers. Ventilators providing the air-condition through the brine coolers and air-ducts in the cargo holds have capacities for circulating 60 times per hour.

Some store-rooms for fruit, vege­tables, potatoes etc. are also provided with air coolers with forced air cir­culation by means of ventilators. The other rooms have no forced air cir­culation, and the brine-cooling coils are mounted on the walls and in some cases also on the ceiling.

For an exact control of hold tem­peratures, an electric resistance-ther- mometer system of the “Elliot-Null” type is installed, besides the normal dip thermometers.

A central temperature-indicator is placed in the refrigerating-engine room in order to have general control of the temperatures in all holds.

Figure 55 gives a view of the re­frigerating compressor room.

T H E A IR -C O N D IT IO N IN G A N D V E N T IL A T IN G IN ST A L L A T IO N

a. Air-conditioning installationFor the comfort of passengers and

crew, a total of 23 air-conditioning plants are provided, which allow the temperature and humidity in the con­nected rooms to be regulated independ­ently of the outside climatic condi­tions. This may be attained in tropical as well as in cold climates. The result is a very agreeable atmosphere in the cabins and public rooms.

In addition to the passenger accomm­odation, all cabins and mess-rooms for the crew and a number of service spaces are served by one of the plants.

The ship is thus completely air- conditioned.

The above mentioned 23 air-con­ditioning plants are subdivided into two groups viz.:1. The Carrier Central plant system.2. The Carrier Duct Weathermaster

system

Fifteen of the plants are based on the Carrier Central plant system. The rooms served by these plants are:

1. The auditorium.2. The first class dining-saloon with

interchangeable section dining-sa­loon.

3. The tourist class dining-saloon.4. The first class lounge.5. The first class smoking-room with

bar and library.6. The Grand Hall with writing-

room and office.7. The tourist class smoking-room

with lounge and writing-room.8. The club-room.9. The first class staircase with foy­

ers, purser’s office and shop.10. The tourist class staircase with

foyers, purser’s office and shop.11. The steward’s mess-room.12. The crew’s day-room with mess-

room.13. The petty officers’ mess-room.14. The crew’s cabins fore.15. The crew’s cabins aft.

In these installations a quantity of air is taken by a ventilator and led through a filter system where dust and other particles are separated from the air.

This cleaned air passes a cooling ele­ment where the air is cooled till the necessary dew point temperature is obtained. By means of heating elements the temperature of the air coming from the outlets is adjusted.

In this system the conditioned air is

pressed by a centrifugal ventilator through a duct system to the spaces which are to be air-conditioned.

For distributing the air over the public rooms, so called slot-outlets are applied. These outlets have the ad­vantage that they may be built into the walls or roof in such a way that they fit into the architectural scheme of the room and at the same time guarantee a good air distribution free of draught.

In the staircases the air is blown through so called pan-airs. These out­lets are of special construction and are fitted under the roof. From there the air is distributed equally over the space.

For the distribution of the air in the crew’s cabins, ordinary gratings are used.

After absorbing heat from the sur­rounding air or after transmitting heat to the surrounding air in winter time, the exhausting has to be done as quickly as possible. This is achieved by connecting one of the suction systems to the air-conditioned group.

A fully automatic electric-pneumatic control system controls the installation in summer and winter. This system is designed in such a way that no adjust-

ment is necessary when switching over from summer into winter conditions or in reverse.

The thermostat which controls the conditioning can be adjusted only by the engineer, as distinct from the Weathermaster system where the pas­senger can adjust the temperature as he likes.

Eight air-conditioning plants have been installed designed on the Carrier Duct Weathermaster system. The foll­owing rooms are connected to these plants:

1. All passenger cabins.2. Officers’ cabins.3. Officers’ day- and mess-room.4. Wireless station.5. Children’s playroom.6. Beauty-parlour and barber’s shop.7. Printing-room and dark-room.8. Hospital.9. Doctor’s consulting room.

10. Crew’s cabins amidships.

just as in the previously described central system, the air passes through a filter and through the cooling and heating elements as required.

The air is pressed by a ventilator through a duct system to the connected space, where the Weathermaster distrib­utes the air.

This Weathermaster contains a built- in heating element connected to the hot water system. The air may be heated as desired by the passenger.

The temperature in the cabin can be regulated by means of a thermostat fitted into every connected room.

In addition every passenger can, within certain limits, adjust the quan­tity of air blown into his cabin inde­pendently of other cabins. By means of a special valve the airstream to a certain room may be blocked. This valve can be operated by the air- conditioning engineer only.

The air is distributed over the room by means of grates wich can be adjusted in two directions and which are so constructed that a draught-free distribution is guaranteed.

For the crew’s cabins connected to this system, group-adjustment is em­ployed. At a central point in one of the cabins a thermostat is fitted which controls the temperature for the whole group.

In all other spaces conditioned by the Weathermaster system, a complete unit is fitted so that the climatic con­ditioning in every room may be done independently of the other rooms.

In addition to this advantage of an independent control of climatic con­dition in every space, the use of this system saves space and weight.

The regulating apparatus is of the combined electric pneumatic type. The

system is adjusted in such a way that the temperature of the rooms is ac­commodated to the climatic conditions outside, thus preventing too great a difference between inner and outer temperature, which might result in the passengers feeling uncomfortable.

By means of this so-called sliding scale adjustment, it is unnecessary to switch over the system as the seasons change.

b. Ventilating and heating installations

Separate supply and discharge ven­tilating systems are arranged in:

1. Swimming-pool with gymnasium, massage-rooms and vapour-bath.

2. Passengers’ galley with pantries and washrooms.

3. Crew’s galley with bakery and washrooms.

4. Store-rooms for provisions.5. Laundry with drying-rooms.

The ventilation of these spaces is done with 100 per cent outside air during summer-time. In winter-time part of the return air is mixed with the intake outside air and thus used for ventilating. The air passes through filters in which it is cleaned. In winter­time a heating element is used for heating the supply air.

The air surplus from the dining- saloons is discharged via the galley. This could be arranged by applying a discharge capacity considerably greater than the corresponding air supply capacity. The air intake in the galley takes place by means of specially

designed fire-proof grates. These grates may be closed in case of emergency by hand as well as automatically.

So-called Punkah louvres distribute the air over the spaces here mentioned except in the swimming-pool, where diffusors are provided. Special attention is given to a sufficient discharge by means of grates and cowes at extremely hot places.

In the refrigerating-rooms a duct system has been built in. By means of valves this duct system may be coupled to one of the ventilating exhaust fans. When not in use these rooms may be ventilated by this system.

c. “ C om fort-air” system

Five installations are fitted which work on the “Comfort-air” system. These plants serve the air-conditioning for the following spaces viz.:

all pantries, bagage-rooms, linen- rooms, store-rooms, tailor’s shop, iron- ing-rooms, dry-cleaning room, crew’s laundry, carpenter’s workshop, electric­ian’s work-shop, pump-room, telephone exchange-room, radar-room, gyro- room, several offices etc.

d. Discharge system

By means of five discharge installa­tions the air is discharged from lava­tories, toilets, washrooms, bathrooms, shower-rooms, drying-rooms, shops etc. In the roof of these spaces there is a built-in grating connected with one of the. five ventilators by means of a duct system. The air is taken in

through a grating fitted in the under­side of the doors or walls.

For the private bathrooms a heating element has been built in behind the intake grate, connected to the hot water system. By means of a hot water valve, the passengers can adjust the temperature of the intake air.

e. Special systemA special arrangement is made which

allows the quantity of air, to be doubled. In case of failure of the air- conditioning system, this can thus be used for ventilating. During the changing of the seasons this system may also be used.

All the above-mentioned installations are arranged in 2 5 fan-rooms dis­tributed over the ship. In these fan- rooms are placed the ventilator with electromotor, the cooling and heating elements, the air filters, the regulating valves, the starting and regulating apparatus and the control panels. The fanrooms are equipped with sound- and fire-proof insulation. Outside the rooms no noise is heard from inside.

All suply and discharge ducts, the weathermasters and part of the outlets are of light-alloy metal construction. At certain points automatic fire-valves are fitted in these ducts, in accordance with the requirements of the Conven­tion. These valves divide the duct system into fire-proof sections when closed. When the electric circuit is interrupted, the valves are closed

E L E C T R IC IN S T A L L A T IO N

a. Sources o f currentFor supplying electric current the

following dynamos have been erected in the auxiliary engine-room:

4 Diesel dynamos, each 72 5 kW — 220 Volts Direct Current.

2 Diesel dynamos, each 200 kW — 220 Volts Direct Current.

In the emergency dynamo room:1 Diesel dynamo, 90 kW — 220

Volts Direct Current.

The main switchboard is placed on a platform in the auxiliary engine- room (fig. 57) and consists of:

6 panels for the 6 main dynamos and19 panels for the outgoing power and

lighting groups, of which 3 panels can be fed by the emergency dynamo.

The total length amounts to approx. 18 metres.

The 4 dynamos of 72 5 kW are con­nected to the switchboard by means of bright copper busbars, protected by ventilated sheet iron sheathes.

On the switchboard are the circuit breakers with overload protection, the measuring apparatus, the protections etc., for parallel connection of the dy­namos and for current distribution.

automatically. All ducts where passing through decks or fanroom walls, are fitted with valves which are kept open by means of melting fuses.

f. Cooling systemThis system, necessary for the

cooling water supply to the air- conditioning plants, is of the closed circuit type.

The water is cooled by means of two Carrier centrifugal compressors, placed in a special compressor-room, each consisting of:

1. A Carrier centrifugal compressor driven through a gearing by a 300H.P. Laurence Scott electric motor. The capacity of the compressor is limited by controlling the motor revolutions. In addition an intake valve is fitted allowing control of the capacity. This valve is con­trolled by means of a thermostate fitted into the cooling water pipe­line.

2. A Laurence Scott Automatic Con­tactor type Starting panel arranged for being operated by servomotor for automatic speed adjustment.

3. A sea water condensor in which the cooling medium — viz. Car- rene Nr. 2 — is condensed. To prevent corrosion the condensor is provided with cupro-nickel pipes and pipe-plates.

4. A cooler in which the circulating water is cooled to the required tem-

Moreover, the circuit breakers with overload protection for the dynamos are provided with reverse current release and with relays for switching off the less important groups in case of any overload of the operating dy­namos.

A lamp indicating board has been arranged in the main engine-room, to indicate the dynamos in operation.

Power and light mains have been fitted:

1. In the engine-rooms, 110 motors and 8 apparatus, having a total capacity of 1450 kW.

2. In galleys, pantries and bars for the catering department, 73 motors and 88 apparatus, having a total Watt consumption of 600 kW.

3. The mechanical ventilation and the air-conditioning, 80 motors, having a total capacity of 970 kW.

4. The sewage installation, in total 39 kW.

5. The deck machinery, such as steering-engines, windlasses, cap­stans, deck winches and boat win­ches, laundry, printing office, dressing saloons, medical service

perature. The cooling-medium is supplied here in liquid condition from the condenser via an écono­miser.

Fig. 56 shows the airconditioning compressorroom.

By means of electric thermostats, pressostats etc. which are placed in the controlling current circuit of the start­ers, the machines are guarded against too low temperatures and too high pressures. To the condenser is fitted a purge unit serving the evacuating of air and moisture which are present in the system.

In the compressor room are placed three circulating pumps which pump the cooling water through a pipeline system to the cooling elements in the fanrooms.

During winter-time this is used as a hot water system and instead of the water being pressed through the cooler it is pressed through a heater.

g. Heating systemAll heating elements, the Weather-

master elements and bath-room heaters are connected to the hot water system. Two pumps serve this system and supply the water to the apparatus via a heat exchanger. This hot water circuit is closed just as is the cooling water system.

A fully automatic pneumatic control of the water temperature and supply is provided.

etc., 62 motors and 44 apparatus, in total 900 kW.

6. The electric supplementary heating in all cabins, mess-rooms and on the verandahs, with a total of 510 sockets, each for 750 Watts, or in total 3 80 kW.

7. The lighting installation, in total approx. 500 kW.

8. The convertors for the 24 Volt D.C. installations, in total 7 kW.

9. The convertor for the “Cold Ca­thode” lighting installation, 12 KVA — 220 Volts — 3 phase — 50 cycles.

10. The wireless service and nautical installations, in total approx, 2 5 kW.

The circuit breakers of the groups are provided with relays for protection in case of short-circuits and overloads. The groups for which this is required, are provided with tripping coils, con­nected to the switching-off lines of the safety installation against overload. The groups connected to this are switched off in two stages.

With regard to the current distribu­tion for light and power, lines go from

the main switchboard to 50 main distribution boards. These boards are distributed over the vessel in such a way that they serve as feeding points in sections of the ship, situated verti­cally above each other, and separated from each other by means of water­tight bulkheads and fire-resisting bulk­heads.

The main distribution boards are arranged partly in working spaces and partly in steel boxes which have been inserted in the ship’s panelling.

The larger current consumers are fed directly from these main distribution boards and also from more than 200 sub-division boards. These sub-division boards have been placed in steel boxes, inserted in the ship’s panelling, or, if necessary, have been made as water­tight boxes.

The distribution boards, on which also the controlling switches for the lighting of the saloons have been mounted, are made in such a way that only the switches are accessible to the attendants, the fases being exclusively accessible to the technical staff behind separate lockable doors.

Alarm indicating boards, totalling 26 connections, have been placed in the main-, auxiliary-, and cooling engine-room. They are provided with optical and acoustic signals for a check on the propulsion and freezing instal­lations and the two steering-engine motors.

In emergencies, e.g. in case of fire, various motors can be stopped remote­ly, namely:a. The motors of the mechanical ven­

tilation:1. By a switch, to be operated

manually, in the wheelhouse.2. They are stopped automatically,

should the sprinkler installation come into action.

3. They are stopped automatically, if one of the manual fire alarms is put into action.

b. The fuel oil pumps and fuel oil separators, by manually operated switches, arranged outside the engine-rooms.

c. The fans of the engine-rooms.1. They are stopped automatically,

if the C 0 2 fire-extinguishing installation of the room in ques­tion, is put into action.

2. By means of an auxiliary switch, to be operated by hand, outside the engine-rooms.

Several motors, among which are those for the air-conditioning, sewage pumps, sprinkler fire-extinguishing pumps and watertight door installation, are switched on and off automatically

by means of thermostats, pressostats, floating devices or relays.

The consumers, connected to the emergency switchboard, can all be fed both from the main switchboard and from the emergency dynamo, by means of a change-over switch. For this purpose, connecting cables have been arranged between the main switch­board and the emergency switchboard.

In order to prevent a panic, should the main installation get out of order, which would also cause a failure of the whole lighting system, an emergency storage battery has been erected in a separate battery room, adjacent to the emergency dynamo room.

As soon as the tension of the main service fails, this battery automatically

takes over the emergency lighting and maintains this during the period of time prescribed by the Convention, or till the emergency dynamo has been started and is able to provide the emergency lighting and the other necessary consumers with current.

Charging resistances have been placed in the emergency dynamo room for charging the emergency storage bat­tery.

Should, by some cause or other, the storage battery be switched on to the emergency light mains, whilst the main installation is intact, this is indicated in the auxiliary engine-room by means of an indicator lamp on the main switchboard.

b. Lighting plantApprox. 11,300 incandescent lamps,

varying from 15 tot 500 Watts, have been fitted for the lighting throughout the ship.

In addition to this:approx. 1450 wall sockets,approx. 560 cabin fans, andapprox. 120 connections for ceiling

fans.The lighting in the Auditorium, can

be switched on and off slowly, both from the movie-booth and from the movie-hall, by means of 2 separately and remotely controlled dimmer re­sistances.

Should it be necessary under certain circumstances, it is possible, in order to prevent a panic, to switch on im­mediately, at full intensity, the lighting from the movie-booth or from the movie-hall by means of a remotely controlled bridging switch.

A "Cold Cathode” lighting has been arranged in the Domes of Lounge 1st class, the Grand Hall, the dining- saloon lste class and the Tourist class dining-saloons.

The primary sides of the high ten­sion transformers are connected, via distribution boards, to the 220 Volt A.C. three-phase converter.

The total length of the “Cold Cathode” lighting tubes amounts to approx. 260 metres.

Film and theatrical performances can be presented in the Grand Hall; for this purpose it is possible to slowly switch on and off the “Cold Cathode” lighting by means of remotely con­trolled dimmer resistances.

The emergency lighting installation comprise approximately 5 50 incan­descent lamps, distributed over the whole ship, which provide adequate light to enable persons to walk, and a proper lighting near the boats.

During normal service, the emer­gency lighting is connected to the main switchboard via the emergency switchboard and continues to burn, with the exception of the outboard lamps near the boats, which are operated from the bridge.

c. 24-V olt Supply system1. In the auxiliary engine-room on

the platform, next to the main switchboard, 2 low tension con­verters have been erected, each consisting of a D.C. motor, 220 Volts, direct coupled to a D.C. dynamo, 24 Volts. One is in ser­vice, the second serving as reserve.

A low tension switchboard has been placed near these converters.

On this board, measuring instru­ments, switches and fuses have been mounted for the converters, and for

the connection of the luminous call and bell installations.

2. A 24-Volt storage battery has been erected in the proximity of the telephone exchange on the A-deck. This battery feeds a distribution board in the telephone exchange, to which are connected the auto­matic telephone installations, the loudspeaking telephone installation

. and the clock installation.This battery is automatically charged

by means of relays and a 220/28 Volt D.C. motor-generator.

The charging is switched on at a battery voltage of minimum 22 Volts and is switched off at approx. 28 Volts.

d. Fire indicating and alarm installa­tions

There are 3 systems for fire alarm, namely:1. The manual fire alarm installation;2. the “Sprinkler” installation;3. the smoke indicators.

The manual fire alarm installation comprise 72 fire indicators, with built-in signalling lamp, distributed over the ship, and corresponding with an indicating board in the auxiliary engine-room casing.

By breaking the glass of one of the fire indicators, a signal becomes visible, which indicates at the same time the place of the fire indicator concerned; via a relay, 7 alarm sirens are put into operation at various places in the crew’s accommodation and the mechanical ship’s ventilation is stopped automatically.

If one of the 25 inspection valves in the automatic “Sprinkler” fire extinguishing pipes comes into opera­tion, the “Sprinkler” installation gives a visual signal on an indicating board in the auxiliary engine-room casing; via a relay, the sirens, as mentioned above, are put into action and the mechanical ship’s ventilation is stopped automatically.

The cargo holds, which are in­accessible to the watchmen, are con­nected to the smoke indicators, of which the indicating board together with the alarm signal have been placed on the bridge.

For this purpose, a visual and acoustic signal have also been placed in the main and in the auxiliary engine-room.

The C 0 2 fire extinguishing installa­tions for the engine-rooms give a forced visual and acoustic signal in the rooms concerned, stopping at the same time the fans of these rooms, before the C O valves can be opened.

The emergency dynamo room, the movie-booth and the fire extinguishing

pump chamber on the aftship, are each privided with a cylinder, containing C 0 2 gas. These cylinders open auto­matically in case of fire; the opening is indicated on the bridge by means of visual and acoustic signals.

e. General alarm installationThis installation comprises 67 loud

sounding bells, distributed over the ship.

The bells are put into operation on the bridge and are connected to the 220 Volt emergency mains.

f. Telephone installations

There are 3 systems:1. A loudspeaking telephone installa­

tion, 2 4 Volts, for the nautical and technical service for communica­tions between important points such as engine-rooms, bridge, wire­less service, steering engine-room, emergency steering device, fore and aftship etc., consisting of in total 21 communications.

2. An automatic telephone installation, consisting of 87 apparatus for in­tercommunication between cabins and offices of the officers of the nautical, technical, administrative, domestic and medical service, and also the galleys, bars and pantries. The automatic central post has been equipped for 90 apparatus and for 10 shore lines.In the entrances on the B-deck, both on starboard and port, 10 sockets have been fitted for the shore communications.

3. An automatic telephone installation consisting of a central post for 3 00 lines and 2 8 4 connected apparatus for communication between all cabins of the passengers and the offices of the purser, chief steward, chief cook, dressing saloons, wire­less service etc. etc.

The telephone automatic exchanges have been resiliently mounted and have been placed in a room on the A-deck in such a way that they allow acces­sibility both to the front and to the back of the automatic exchanges.

Communications have also been ar­ranged between the two central posts and the radio telephony installation for passing on radio telephone calls to any desired instrument.

g. Lum inous call and bell installationIn all passenger cabins, by each berth

and in the bathroom, 2 pushbuttons have been mounted for calling the steward and the stewardess.

The calling lamps (red for the steward and green for the stewardess) together with the step back relays, have been arranged for each cabin in the alleyway, next to the door; for

each group of cabins calling lamps with buzzers have been arranged in the pantry concerned.

The interchangeable cabins can be switched per group either to the board in the tourist class pantry or to the board in the 1st class pantry.

The pantry on the main deck, which has been arranged for night service, contains a central board with buzzer, privided with double calling lamps for each pantry board.

The steward or stewardess on duty, can then make his or her wey, via the pantry in question, to the cabin which has made the call.

Approximately 105 pushbuttons in total have been fitted in the saloons, on the decks, in the hospitals and in the cabins of the officers.

These pushbuttons are connected to the luminous call boards in the pan­tries, bars and in the hospital.

Each of the refrigerating chambers for stores is provided with an alarm ringing pushbutton, connected to an annunciator board in the galley, for the use of persons who might be locked in.

7 Lifts are provided with an alarm pushbutton which operates a visual and an acoustic signal in the main pantry on the main deck.

h. Electric clocks68 electric clocks, of various types,

distributed over the ship, serve for the indication of time.

The double Master Clock (1 stand­by), provided with an automatic device for putting the clock forward and back, has been placed in the chart- room and is connected to the 24-Volt D.C. mains.

i. W atertight .doors, closing signalling installation and position indicator

Near each of the 30 hydraulic water­tight doors, a loudsounding electric bell is automatically put into operation before the closing of these doors from the bridge. Indicating boards on the bridge and in the hand pump chamber indicate the locked position of each door separately.

j. Fire-proof doors, closing signalling installation and position indicator

The 96 hydraulic fire-proof doors are divided into 28 groups.

Near each group, one or more loud- sounding electric bells are automatical­ly put into operation before the closing of these doors from the bridge.

An indicating board on the bridge indicates, for each group separately, the locked position of the doors.

k. Electric heatingFor the additional electric heating, a

separate main has been fitted, totalling

510 wall sockets, each suitable for simultaneous use of an electric heater of 750 W atts. These wall sockets have been arranged in all cabins of the pas­sengers and crew, in the verandahs on the promenade deck and in the mess- rooms, wireless cabins and suchlike.

1. A utom atic doors4 so-called “Magic eye doors” have

been fitted between the dining saloons and the galley.

These doors, working electrically pneumatically, open and close automati­cally when rays of light are broken, or are transmitted again.

m. Music repeater installation and public address equipm ent

12 5 loudspeakers have been placed for the transmission of music or the passing of communications to passen­gers and crew.

These loudspeakers have been divided into 3 groups, namely:

1. Saloons, halls and decks, 1st class.2. Saloons, halls and decks, Tourist

class.3. Mess-rooms and corridors in the

officers’ and crew accommodation.

Microphone connections have been mounted on the bridge, in the captain’s cabin and on 24 additional places in the vessel, for the transmission of own programmes or for communications.

The control switchboard in the loud­speaker central cabinet and the con­nection of the amplifiers have been made in such a way that it is possible to transmit 3 different programmes at the same time, e.g.:

a. A “show” or a “band”, in one of the saloons or the auditorium, over the loudspeakers of group 1 (Pas­sengers 1st Class).

b. Wireless music in the Tourist Class.c. Recorded music for the crew.

All loudspeakers are provided with volume controls; however, one trans­mitted communication or order comes across at full sound intensity, irrespec­tive of the position of the volume con­trol.

The microphones on the bridge and in the captain’s room do have priority and have also the choise either to switch on the groups of loudspeakers collec­tively or individually. Moreover, it will be possible .to switch on from these places, the music central post, should this, e.g. at night, be out of service.

n. T alk -b ack Loud bailerIn addition to the means of com­

munication, already mentioned, also a talk-back loudhailer has been installed, consisting of a portable unit with a 7-way selector switch on the bridge,

and talk-back loudspeakers on the forecastle, docking bridge starboard and port, promenade deck aft, sun deck aft, in the corridor near the cabins of the deck personnel on the main deck and in the corridor near the cabins of the engine-room personnel on the B- deck.

o. Antenna connections fo r Radioreceiving sets

In order to enable the whole per­sonnel to use on board an own radio receiving set, a wall socket with an­tenna earth connection has been mount­ed in all cabins and mess-rooms of the officers, petty officers and crew.

The 220 antenna connections are distributed over 8 amplifiers, which are connected to one central aerial near the foremast.

If desired, it will be possible to put this installation temporarily out of service, both in the wireless room and in the chartroom, during the use of the radio direction finder by the tele­graphist.

p. Nautical installations

The following installations on board, forming part of the electrical equip­ment, may still be mentioned:

The engine telegraph (with current- less alarm signal).

Steering telegraph (with currentless alarm signal).

Rudder indicator.“Sal”log installation.“Walker”log installation.Tachometer installation.The 3 cm Radar equipment.The 10 cm Radar equipment.The gyro compass equipment.The gyro automatic steering device.Echo sounding plant.The “Loran” installation.The two electrically operated air

whistles.The “Aldis” day signalling lamp.

The undermentioned installations form part of the electrical equipment in the engine-rooms:

The distance thermometer installation for the loading and provisions cold-storage chambers, totalling 21 measuring points and indicating apparatus in the refrigerating machine room.

The salinity measuring installation in the evaporator chamber.

The flame control units on the two donkey boilers.

The electric checking and indicating device on the synchronous running of the two propulsion motors.

The sewage tank tell-tale installation with 7 measuring points.