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'Grande Dames': Holland America's Rotterdams - the Old and New

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'Grande Dames': Holland America's Rotterdams - the Old and New SCHEEPSBOUW By Stephen M. Payne Flagship 'grande dames': Holland America's Rotterdams - the old and new Stephen M. Payne of Carnival Corp Technical Services (London) and project manager of the new Holland Ame­ rica flagship Rotterdam (VI), gives a personal account of the newly delivered Fincantieri-built liner and high­ lights features of the classic Rotterdam (V), built in 1959, that she replaced. Fig.h The new Rot­ terdam is seen here against the familiar backdrop of St. Mark's Square, Veni­ ce, as she sails to­ wards the sea after leaving Fincantieri's Marghera yard. The first important consideration was fashion, rather than the more common Holland America Line's 38,000gt Rot­ that the two classes, first and tourist, vertical orientation favoured by most terdam (V), built by the Rotterdam Dry- were comparable in quality, the diffe­ other companies. Fine polished woods, dock Co and delivered in September rence in standard being largely defined ceramics, brasswork and ornate textiles 1959, was one of the most successful by allocation of space. Therefore, the were employed by a variety of Dutch and outstanding passenger liners of the approximately 1000 tourist passengers interior designers to give Rotterdam a 20th century. Initially designed as a du­ were afforded practically the same contemporary modern yet classical al-purpose, two-class Transatlantic liner amount of space as the 500 first-class look, typical of the late 19S0s. All pas­ and off-season one-class cruise ship, the passengers. senger decks were served by a grand vessel remained Holland America's central staircase, which was an inge­ flagship for 38 years. The secret of her The public rooms of both classes were nious double back-to-back design, with success was undoubtedly the meticu­ outfitted to comparable standards so each class utilising one complete sec­ lous planning and attention to detail at that they could be used by all passen­ tion. Moveable screens separated the the time of her design, particularly with gers when sailing under a single-class two classes, giving them access only to a view to future use if, as happened, the configuration. The two dining rooms in their respective allocated spaces, but on Transatlantic trade became unecono­ particular were identically decorated in cruises with the divisions locked away, mic. all passengers had a full run of the ship. order to dispel any negative feelings to­ Almost all passenger cabins were provi­ wards class distinction when cruising. ded with private facilities and during an Principal particulars early refit the small section of non-facili­ Rotterdam (V) 1959 and Rotterdam (VI) 1997 The public rooms were largely arranged ty accommodation was rebuilt to incor­ so that each class had a full deck alloca­ porate facilities. Rotterdam V Rotterdam VI ted to its public spaces in horizontal Length,oa 228.0m 237.0m Length,bp 198.1m 202.0m Fig.2. In association with wind tun­ Breadth 28.7m 32.2m nel tests at the Vienna Model Ba­ Draught,design 9.0m 7.8m sin, the design of the funnel (or Displacement 31,530tonnes 32,250tonnes funnels) prompted much technical Deadweight 7800dwt 6000dwt discussion. The outcome was twin Speed,service 20.5 knots 22.5 knots upright types, somewhat familiar Speed,maximum 26.0 knots 25.2 knots to those on the former Rotterdam; Propulsion power 38,000shp 37.5 MW they are mounted on a small hous­ (steam turbines) (diesel-electric) ing where the exhaust pipes from Cruise passengers 1109 1318 the engines and incinerators are Crew 776 630 splayed out from the central cas­ ing. 28 SCHIP&WERFdoZEE MEI 199B Fig.S. Eacli ofthe rather than express speed (23 to the powerful machinery fitted. Most ABB 18.7SMWelec­ knots) and with a high degree of these ships had ceased operation by tric motors (originally of redundancy, allowing for ti­ the mid 1970s, leaving Rotterdam one estimated to be mely overhaul and mainte­ of the last of her kind. Rotterdam V was 16.5MW) drives a nance of equipment and sys­ not originally universally liked by Holland 5.6m diameter Ka- tems. During the early 1970s America Line clientele. Running along­ mewa cp propeller the ship easily switched to full side the art deco-styled Nieuw Amster­ through a shaftline time one-class cruising as the dam (1938), the new ship was conside­ set in an oilfiiled tube Atlantic run was abandoned. red by some to be too modem, even supported byanA- Many of her contemporaries, flashy. Her exterior profile topped with bracket without any such as Italian Line's Leonardo two thin side-by-side funnel uptakes aft intermediate be­ da Vinci, also made the change and an observation platform midships arings. Economy of operation and reliability but were hampered by an awkward and 'where the funnel should have been', were also paramount considerations for disparative three-class structure that was in stark contrast to the classic lines of Holland America, and accordingly the could not be merged into a single class, her fleetmate. Nonetheless, Rotterdam ship was designed to operate at modest and by their high fuel consumptions due became the most popular member of the fleet with many later cruises sailing Fig.4. Original con­ with over 70% 'repeaters', despite com­ tract plans envisaged petition from modern tonnage. three 16-cylinder Having sailed without major modifica­ engines and two of tion or redecoration, the ship was with­ 12 cylinders for the drawn by Holland America Line on Sep­ dieselelectric plant. tember 30 last year, the same day as Due to the higher P&O Cruises withdrew Canberra (of the eventual propulsion same vintage), both being victims of the load, this plant was necessity of SOU\S upgrades required to modified to five 7 6- be in place by the following day. Where cylinder models; all as Canberra went for scrap, Rotterdam are of the popular was sold to Premier Cruises to be SOLAS Sulzer ZA40S type upgraded and restyled as Rembrandt, a refit which Holland America Line (HAL) declined to do as it would have undoub­ tedly changed the character of the ship beyond which the company considered would have been acceptable to its loyal clientele. Adjustment to dimensions ly attracted a premium in building cost. This, coupled to the forward end of the lido restaurant. Sen/ing lines in A longer, finer hull, led to concerns about stability and with the higher nmning costs related to the anticipated this space were modified to take advantage of the addi­ so to compensate, the beam was increased from Staten- powerful machinery plant, forced Carnival to maximise tional access/entrance with a new separate salad sen/- dam's 30.8m to a Panamax 32.2m. Since the increase the earning potential of the ship to offset these costs. ery being located at the forward apex in an effort to in beam was only required at the waterline, it was decid­ The popularity of suite accommodation on the Staten­ case congestion. ed to introduce tumblehome so that the hull assumed dam dass and the anticipated suite demand on the new Three other modifications were made to the design after the same dimension as the previous ship at promenade ship's extended cailses, led to the decision to have a contract in order to maximise her potential on world deck level (ie, 30.8m). This also aided stability and complete deck of suites, where previously there had cruises. On the old Rotterdam, the upper deck observa­ deadweight by not introducing unnecessary hull top- been a combination of suites, veranda deluxe cabins tory and adjacent open terrace. Sky Room, were utilised weight. Where possible the extra beam width was work­ and inside cabins. Therefore the number of penthouse as an early morning buffet breakfast room and as the ed into the hull cabin arrangements, allowing for slight­ suites was increased from one to four and the number ships disco at night. It was decided to add a Sky Room ly more spacious cabins to be provided. of suites increased from 28 to 36. The inside cabins on to the new ship to similarly act as a buffet breakfast Finally, in order to achieve comparable deadweight with this deck were replaced with a new Concierge lounge, room on extended cruises, but it was also considered Statendam, draught had to be increased from 7.5m to ideally placed to serve suite passengers. that it should act as a children's playroom when requir­ 7.8m (8.0m scantling). Maintaining the same dead­ Streamlining of the ship fonvard led to the loss of a con­ ed. This new room has been added above the lido res­ weight as provided on Statendam required special con­ siderable number of cabins, particularly those of the taurant aft, sited adjacent to the aft lift machinery hou­ sideration be given to the new ships higher fuel con­ crew. Coincidentally, Rotterdam (V) acted as I^AL's ca­ se on the top deck. Another feature taken from the old sumption since it was stipulated that a 17-day det and training ship with spare berths over and above ship and incorporated on the new is an outside sit-up steaming range for all consumables be preserved. The the number required to operate the ship. Similar arran­ bar serving the aft pool, where previously there was only solution was to provide sufficient fresh water generating gements would be required for the new ship and it was a service bar Forward, the obsen/ation lounge, Crows capacity so that on long distance legs at high speed decided at an early stage in the detailed design to sacri­ Nest, is now extended to overhang the ships side to port where full fuel bunkers would be required, fresh water fice an area originally designated for stores in the lengt­ and starboard, using profiled windows with careful con­ tanks could be sacrificed and the shortfall made up from hened section of the ship with crew accommodation.
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