'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. sideration to observation sight lines. The Crows Nest evaporators utilising waste heat from the main engines. This was done on the basis that it would not have been and Gymnasium below were also pushed further for In order to preserve flexibility of operation, excess tanka worthwhile increasing the stores volume above that of ward on the new ship to increase the size of both spaces ge was to be provided, for utilisation as possible within Statendam if deadweight/draught considerations would at the expense of observation deck space. Finally, full draught limitations. Therefore, during periods when low not have allowed its effective utilisation. windscreens have been added to the open deck space fuel bunkerage was to be carried, fresh water storage By lengthening the basic Statendam, a considerable above the Crows Nest enabling it to be used for deck could be maximised at a time when sufficient waste heat passenger access improvement was enacted by the in games when the ship is travelling at speed. These for water production would not necessarily be readily troduction of a third passenger llft/stalr tower. The new windscreens sweep down to the deck below aft in order available. The high performance characteristics obvious tower was placed amidships and conveniently ascended to soften and harmonise the upper works.

MEI 1998 SCHIP&WERFdeZEE 29 Concept of design yard proposed insertion of a 25m sec performed at the Vienna Model Basin In the early 1990s the Italian state ship tion, coinciding with an existing short using a wax model of the basic hull. It builder Fincantieri developed and deli fire zone which would be lengthened soon became apparent that considera vered the successful 52,000gt Staten to 40m. However, after further conside bly more propulsion power (diesel-elec dam class, which was ordered by ration, Fincantieri proposed that an in tric) would be required than originally Carnival Corp for its newly acquired crease in length of 17m would be suffi foreseen. At the time of contract it was (1988) subsidiary, Holland America Line, cient. Thus, the length bp was set at estimated that 16.5MW/shaft would be All three hulls of the initial order. Staten 202m, with a length oa of 237m. The required for 25 knots, but these first dam, Maasdam and Ryndam, were built Statendam class were designed and tests indicated more than 18MW at the Monfalcone shipyard near Trieste. built with a block coefficient of 0.70, would be necessary. Following extensi The final unit, Veendam, was built at Fin where as a block of 0.62 was conside ve but cordial negotiation with the ship cantieri's Marghera shipyard, on the red the limit for economic propulsion at yard, it was finally agreed to increase mainland opposite Venice and delivered 25 knots. Accordingly, the hull lines the propulsion motors to 18.75MW. during 1996. had to be considerably fined, especially This was the maximum power permissi Following the order for this last ship and forward. ble without fundamentally changing perceiving that there would be inevitably the design of the proposed ABB electri a requirement for a Rotterdam replace Controlling noise and vibration cal cyclo-converter system, ie, going to ment, Fincantieri approached Carnival From the outset a major concern for a high-tension system. for some design criteria. Analysis of the the owner was noise, and particularly, After optimisation of the bulbous bow, cruise profiles of Rotterdam (V), inclu vibration. Fincantieri had achieved con A-bracket position and orientation, ding her annual round-the world crui siderable success with the Statendam shaft bossing, thruster openings, bilge se, indicated that any new ship should class in minimising these to almost keel and rudder arrangements, self-pro have a sustainable service speed of 22.5 negligible levels. On the previous class, pulsion tests using stoc propellers were knots, with a maximum potential of 25 particular attention was focused on the conducted at Vienna, these being the knots. It was estimated for example, dining room, set in the aft part of the final tests performed there. Following that an average world cruise of 100 hull above the propellers. In the event, the practice of previous Carnival/Fin- days' duration would take an additional the combination of highly skewed cantieri newbuilds, testing now moved two weeks with a ship sailing at Staten- cp blades, relatively clean wake field to MARIN in The NetheHands, where dam's 20 knots, something not consi and specially strengthened aft body two different propeller designs (Fincan- dered desirable by HAL. provided excellent performance. tieri/Kamewa) were pitched against However, Rotterdam (VI) was to be each other and evaluated for efficiency Fig.S. Tiie machinery and cavitation/pressure pulse perfor control room, with a mance using self-propulsion tests with a large mimic display. large wooden model. The Kamewa Rotterdam is the first propeller was ultimately chosen as the Carnival ship to use lead design, mainly due to its modera ABB'S new ADVANT tely superior cavitation performance. automation system. However, the ships projected trials A self-diagnostic ar speed at full propulsion power was still rangement also al slightly below the stipulated 25 knots lows fault informa and so at the request of the owner, the tion to be Kamewa propellers were slightly modi transmitted directly fied to provide the increase in perfor to ABB by satellite. mance required to achieve the necessa ry speed. Maintaining satisfactory cavitation and pressure pulse levels, the final MARIN performance prediction under trials conditions for the ship was 25.03 knots; not much of a margin, but Fincantieri proposed two alternative de propelled by a machinery plant of con a margin over 25 knots nonetheless. signs for the new ship. The first was for siderably higher power than the pre The large model was also used at a completely new design, whilst the se vious ships. Mindful of a similar and ce MARIN to evaluate seakeeping and har cond was for a modified Statendam lebrated recent case of problems with a bour manoeuvring performance, whilst class. The second option was chosen by high speed/power cruise ship, the own a smaller wooden model was built spe Carnival, based upon price and earliest er decided to take no chances. Accord cially for sea-going manoeuvring tests. delivery date. The contract for the ship ingly, Lloyd's Register of Shipping's Particular care and attention was focus was signed in Miami on January 14, Technical Investigation Department ed on the sea-keeping qualities of the 1995 and was dubbed by Carnival as was engaged to act as consultant to new liner, especially as she would sail Super Statendam, although industry verify, as far as practicable, Fincantieri's Transatlantic and Transpacific on her pundits preferred to call her 'Fastdam'. efforts and measures in minimising po extended voyages. Accordingly, the Delivery was set for September 30, tential vibration. Correspondingly, bow contours were shaped so that the 1 997, coincidentally the same day that Lloyd's Register reviewed the structural fine forward form would slice through Rotterdam V would be slated for with design, the propeller design and the heavy seas, shipping the minimum of drawal - at the signing of contract no model wake field of the new ship as green seas and spray. immediate decision on withdrawing part of its brief. Rotterdam (V) had been taken. SIde-by-side funnels The first task in adapting the Statendam Optimisation at Vienna and Wagenin- Wind tunnel testing for wind force class for higher speed was to lengthen gen components, funnel optimisation and and modify her hull. Originally, the ship- Initial hydrodynamic model testing was wind comfort on open decks was per-

30 SCHIP&WERFdeZEE MEI 1998 formed at the Vienna Model Basin at mas Administration), Holland America ly contracted to have three 16-and two that facility's new wind tunnel. Of the Line always intended from the outset to 12-cylinder Sulzer ZA40S medium- two Fincantieri proposed designs for re-flag the ship with the Dutch flag un speed diesel engines, the higher than the new ship, the all-new design der the auspices of The Netherlands envisaged propulsion load led to five showed a twin funnel arrangement, Shipping Inspectorate. This is in com 16-cylinder machines being finally where as the modified Statendam pro mon with the rest of the fleet, except adopted. All the engines were construc posal was from the outset slated to Veendam which retains the Bahamas ted at the GMT Diesel Works in Trieste adopt a Statendam type funnel. The flag and British, not Dutch, officers. and are rated at 720kW/cylinder; each author, acting as owner's project ma Rotterdam is fitted with two large semi- engine drives an 16,460kVA alternator nager for construction, always conside balanced spade rudders set quite close supplied by ABB. They supply power to red that some lineage with the previous to the propellers. The previous ships twin 18.75MW ABB electric propulsion vessel would be appreciated by passen employed Becker-type flap rudders, but motors. gers transferring to the new ship. for this ship the shipyard were reluctant The power plant was sized so that the Visually, one of the most striking as to use this design for fear that it might service speed of 22.5 knots could be pects of Rotterdam (V) was her twin be detrimental to speed performance. achieved with only four of the five units side-by-side funnel arrangement, which In order to compensate for a reduction on line, each running at 85% mcr, with coincidentally also happened to be very in stem manoeuvring, an additional a propulsion power sea margin of 20% efficient at smoke dispersal. It therefore stem thruster was deemed desirable, and a hotel load of 8MW. For the maxi seemed appropriate to adopt a similar whilst the power of each thruster was mum speed of 25 knots, all five sets are configuration on the new ship. Once increased from 1.7MW to 1.9MW. required to be on line and there is no the concept was accepted by the own Thus, four Kamewa side thrusters are power margin. The cyclo-converters er, the next problem was deciding provided, two forward and two aft. and machinery automation/ monito what form the funnels should take. The ring equipment were also supplied by author preferred a moderately swept- PASSENGER CABINS ABB. back profile with a teardrop section, but ROTTERDAM The ship is the first Carnival vessel to use the increased cost of producing the 658 cabins total, comprising: ABB's new ADVANT automation sys shaped fibreglass sections over the con 4 penthouse suites; tem, but in keeping with her near sis stant oval section with which the ship 36 suites; ters, Rotterdam is provided with a was eventually built, negated this ap 120 veranda cabins; comprehensive mimic display panel in proach. 381 standard outside; the engine control room. An ABB self- Therefore, the new Rotterdam sports 117 standard inside; diagnostic monitoring system is also in twin vertical funnels, mounted on a Maximum capacity: 1668, including stalled which monitors the main pro small housing where the exhaust pipes pullmans and sofa beds. pulsion electrical systems and from the engines and incinerators are automatically contacts the manufactu splayed out from the central casing. These are all carefully faired into the hull rer directly via satellite link with fault de The funnels are also marginally shorter lines and have chamfered annular ope tails as they occur so that service and than originally envisaged, the reduction nings and air injection to minimise noi troubleshooting can be arranged as being forced upon the ship with defe se and vibration. The arrangements on soon as possible. rence to her projected extended itinera Rotterdam are considered a great im Four airconditioning chillers were instal ries where she would have to pass un provement over Statendam, the noise led on the Statendam class, three wor der bridges and cables at various and vibrations being noticeably signifi king and one standby, located in the world-wide ports of call. cantly reduced, despite an increase in fon/vard part of the hull. With Rotter power. The Kamewa cp propellers are dam, fining of the forward lines preclu 5.6m diameter and run via shaftlines set ded four chillers, space only being avai Fig.6. The lifesaving in an oil-filled tube supported by A- lable for three units. Consequently, two arrangements are brackets without any intermediate main and one standby chillers are in principally centred bearing. Bilge keels running approxi stalled, manufactured by Carrier USA. on a collection of mately 40% of the ship length are in The choice of manufacturer was largely four partly-enclosed stalled with a break for a pair of Fincan as a result of available size and capacity. SO-person lifeboats. tieri flap motion stabilisers. Dedicated The airconditioning plant was provided salt water heeling tanks and auxiliary There are also four and installed by ABB Flakt Marine. Oth fresh water heeling capacity are also enclosed tenders for er plants on board include Evac sewage provided to counteract heel due to win 80/100 passengers collection and Hamworthy treatment dage. A stem anchor complete with a which double as tanks and three Alfa Laval evaporators full cable outfit (not stream wire) com (capacity 2650tonnes and 1300ton- i SO-persons life plements the twin bow anchors and is nes/24h). Waste heat is recovered boats. Ail boats were considered essential by HAL deck offi directly from the main engines, from supplied by Bianchi cers for keeping the ship in position for the cooling system, and from Aalborg & Cecchi. safe tender operations. Sunrod exhaustgas boilers. Two Aal borg Sunrod oil-fired boilers are also installed. Motor generator sets are em Diesel-electric power-station concept ployed to provide clean power for flic Hull configuration for machinery ker-free lighting. The ship was built to Uoyd's Register of Rotterdam is provided with a diesel Shipping Class * 100AI, * LMC, UMS, electric plant based on the 'power sta Two hopper-fed Norsk Hydro incinera Passenger Ship, Unrestricted Service, tion' concept whereby electricity is ge tors are installed within a large waste Underwater Survey standards. Al nerated at 6.6kV and distributed treatment and handling room. Pulpers, though flagged with the Common throughout the ship for propulsion and glass shredders and aluminium can wealth of the Bahamas (with Lloyd's hotel services, stepped down using crushers are provided adjacent to the Register acting on behalf of the Baha transformers where necessary. Original hopper feeders of the incinerators on

MEI 1998 SCHIP&WERFdeZEE 31 SCHIP&WERFdeZEE MEI 1398 MEI 1390 SCHIP&WERFdeZEE 33 ffl

34 SCHIP&WERFdeZEE MEI 1998 MEI 199C SCHIP&WERFdeZEE the lower deck. Catering areas were ing is required due to water leakages or ry of passenger shipping. The intention, outfitted with stainless steel bulkheads other fault. according to Holland America's Peter and ceilings by Precetti. Provision cold McHugh, president and chief operating rooms are also manufactured from officer, was to create 'a new era in stainless steel (non-skid type) installed Holland America aims for tlie 'six-staK worldwide luxury cruising. Embodying by Precetti, rather than tiled as on pre passenger experience the highest standards of excellence, her vious ships. Electrolux equipment is in level of service and amenities will sur stalled within all catering areas also the Six ships and 125 years since the first pass even that found onboard our cur crew galley, main passenger galley and Rotterdam returned from her maiden rent five-star fleet elevating the Rotter pantries. Interestingly, the majority of voyage to New York in 1872, Holland dam VI to six-star status.' this equipment is continuously monito America Line's new flagship, the Rotter red by the manufacturer's own centrali dam IV, has set sail, carrying with her an sed system which detects when servic expectation formed from over a centu- To operate specifically at the top-end of the cruise market on world voyages, so- called grand voyages and European sail from the usual 50mm stud/bolted variety to 22mm pre ings, the new ship is significally different Navigation outfit formed glued sections. The latter has also been used on from its Statendam predecessors, most The navigation outTit is centred around an Atlas NACOS most ofthe cabin verandas except on the four penthouses notably with the extra speed and lon 45-2 navigation command system. Three Atlas 9800 au where decorative Boiidt composition has been applied. ger hull. Yet the company has been ca tomatic radar plotter aids are provided, integrated with Decorative Boiidt is also used within the extensive mid reful, realising the popularity of this an Atlas Multipilot and Atlas DOLOG speed log. Other ships pool lido area set below the Navalimpianti sliding class and that of the previous Rotter navigational aids include an Anschütz integrated autopi roof Since the laying out of deck furniture early in the dam and its loyal following (many of lot, two Anschütz gyro compasses, a Magnavox N4X morning can cause a considerable noise nuisance to the whom have made repeat bookings 200 GPS, a Racal MNS integrated positioning system accommodation below, this Boiidt deck is installed upon a each year - particularly on the world worldng with GPS, Loran, Omega, Decca and Satnav sys special noise insulating layer. cruises), and has subtly incorporated tems. As with ail previous diesel-electric Camival newbuild- Public rooms are arranged as on the Statendam class, al some of its traditional features into the ings, a Kamewa three-unit joystick system is employed for though the former Piano Bar area has been completely re design, thus maintaining the Holland co-ordination of the propellers, rudders and thrusters modelled as the Ambassador lounge. This change was America 'feel' and lending some welco when manoeuvring. Specialist joystick training for the na made to provide a cocktail dance space similar in concept me familiarity to proceedings. vigation officers was provided at the Rotterdam Marine to the room of the same name on the previous Rotter As on the Statendam ships, there is a Safety Centre. dam, The new lounge is a walk-through space with an threedeck central atrium and the layout adjacent bar area complete with piano, A clever screen of public areas is also similar. The interi New features in passenger accommodation arrangement allows the piano to serve either space indivi or designer FCJ Dingemians, from VFD Cabins were constmcted throughout by B&B Italia using dually or in combination. Attractive decorative features in Interiors BV, in Utrecht, The Nether the Eurocompositi panel system. All crew cabins either ha clude a brass dance floor modelled on one from the pre lands, who previously worked on the ve their own private toilet/shower facilities or share one vious ship and a reproduction ofa ceiling panel from the interiors for the four Statendam-class such facility space between two cabins. Passenger cabins Nieuw Amsterdam (1938) which can now be found in ships, has been retained. He comments are similar to those on the Statendam class except that in the Rotterdam Maritime Museum. Throughout construc that 'passengers will immediately re deference to the new ships long cmises, clothes storage tion ofthe liner, the Dutch interior architect responsible cognise that they are on board a Hol capacity has been increased as far as possible. In cabins for the design of all public spaces, fCj Dingemans, from land America ship. Some of the rooms within the hull where the tumblehome provides additional VTD Interiors BV, purchased more than US$3 million of will have an atmosphere similar to cabin space, this has been utilised to incorporate an addi antiques for display on board. A selection of modern ort is rooms on the old ship.' tional wardrobe. Elsewhere where practical, an additional also displayed, most specially commissioned for the ship. The extra length created for more half-height wardrobe has been introduced and all cabins Items include the atrium centrepiece which is in the form speed has been used to good effect, giv have an under-bed storage box for bed upholstery and ofa large ornate clock, Vistosi glass lights decorating the ing a greater passenger-to-space ratio the beds are set at sufficient height for suitcases to be ceiling ofthe two-deck-high main dining room and four than is usually the case on many com placed below. reproduction wall panels in the style ofa large mural on parable cruise ships. The ceilings are the old ship also decorating the dining room. also 102mm higher than the standard. As to the wardrobes, for the first time on a HAL ship these The main galley is located on the same deck as the lower The Rotterdam has 10 passenger decks, have been installed without backs, the wardrobes being level of the dining room and the upper level is serviced by and with three staircases the 1668 set directly against the cabin bulkheads. In common with Schindler escalators. Schindler also supplied and installed (maximum) passengers should never all new cruise ships, there are no dedicated baggage the 12 high-speed 1,6 m/sec passenger lifts arranged in be more than about 40m from acces rooms on Rotterdam, Outside cabins have baths (deluxe, groups of four at each passenger stair tower as well as ali sing any part of the ship. There are six suites and penthouses jacuzzi baths), whilst inside cabins crew and service lifts. lounges onboard, namely the Queen's have showers. The only exceptions to this mie are the ca After extensive sea trials and following some minor outfit Lounge, the Ocean Bar, the Ambassa bins within the 4% of each grade which are specially con ting delays, Rotterdam was delivered to her owner on No dor's Lounge, the Neptune Lounge, the stmcted for the handicapped. These have toilet spaces vember 7, 1997 and, after a positioning voyage to Barce Explorer's Lounge and the Crow's Nest. which are flush to the cabin with special trough gutter- lona, embarked passengers on November 11 for an The Queen's Lounge is situated over ways at the entrance and along the shower area; only the extended Transatlantic cmise terminating at Fort Lauder the promenade and upper decks, and is handicapped suite has both a bath and a shower To faci dale on December 4, The ship is set for a sell-out 97-day the main show lounge, featuring Las litate cleaning cabin private verandas, these have been round-the-world voyage this month and will subsequentiy Vegas and Broadway-style entertain provided with hinged doors within the partitions, iockabie operate a European season. Initial public reaction is fa ment. Featuring a revolving stage with with an Alien key, A large number of cabins have inter vourable and new Rotterdam is set to follow in the wake hydraulic lifts that can create a staircase connecting doors. This is useful for families and fnends of old Rotterdam, Replacing the old ship, affectionately of up to four levels, a confetti cannon when travelling together, and there is also a demand for dubbed the grande dame and queen of the cruising fleet, machine, a moving light system, and such cabins on extended cmises where passengers book was never going to be easy but with such an outstanding including gold lamps hanging from the the adjacent cabin as a wardrobe and entertaining room. new ship, Holland America Line should be able to win ceiling, and flanked by gold and black The majority of the open decks are sheathed in teak around even the most loyal former Rotterdam passenger statues of Moorish guards, audiences wood. In certain areas this has been reduced in thickness are to be treated to a visual feast.

36 SCHIP&WERFdeZEE MEI t39C The Explorer's Lounge (a popular ve and can cater for a private function if 'great elegance and refinement'. The nue on Holland America ships) will dis necessary. Special glass walls allow cor centrepiece is a Flemish clock tower play the maritime heritage of both The ridor viewing, turning opaque at the which dominates the atrium. Sketched Netherlands and Italy, and has a dance touch of a button if privacy is required. by Dingemans himself and executed by floor made up of crushed Italian mar Dining needs are catered for by the Italian sculptor Gilbert Lebigre, the to ble. Meanwhile, the Crow's Nest, Lido restaurant and terrace grill, the La wer consists of 14 clocks garn ished with found on the Observatory deck, is a Fountaine dining room and the Odys figurines of dolphins, snakes and mer dual-purpose room, being a combina sey restaurant. The 88-seater alternative maids. At the base are two clocks, one tion of obsen/ation lounge during the Odyssey is for reservations only and has for astrological purposes the other day and a nightclub in the evening. an intimate setting serving rustic Italian depicting the stars over Rotterdam at The private Neptune Lounge is a new cuisine created by master chef Reiner night. concept and is located on the Concier Greubel and Saleh joudeh, who are ge deck. Dedicated to those guests chef and owner respectively of the Sa The art and fine antiques featured on who have booked suites, it contains 40 leh al Lago restaurant in Seattle, which board are valued at some US$2million suites, two of which are designed for was the first West Coast recipient of the and amongst the treasures are a life-si the disabled and four of which are pent Restaurant Hall of Fame Award. zed replica of a terracotta warrior from house. A 'concierge' desk will deal ex the famous army discovered at Xian, clusively with special requests, shore ex China; suits of armour from Japan; and cursions, bookings and account services A floating treasure-ciiest a 15th century Venetian home altar. A for suite guests. Suites measure As with previous ships, Dingemans has guide is available for special tours. 52.48m^ with penthouses 104.60m^. commissioned many pieces of art by re There is a plethora of on-board activi Both include a 16.72m^ verandah. The nowned artists specifically for the Rot ties to cater for the most demanding of lounge is accessible only by a key card terdam in order to create a feeling of tastes. For fitness freaks there are two Fig. 7. Apart from of outdoor tennis courts on the Sky deck, fering special views, also a fitness centre with an aerobics the Crow's Nest pro room within which can be found the la vides a comfortable test exercise machines. There are two lounge during the swimming pools (one covered by a re day and an exciting tractable glass dome) and an opportu club at night. nity to learn dance and step aerobics.

For those who yearn for the quieter life there are dual saunas and steam rooms, loofa scrubs and an ocean-view beauty salon. Recent bigscreen releases are shown in the 165-seater Wajang theat re, while those seeking life in the fast la ne will enjoy themselves in the casino, which has blackjack, roulette, poker, slot machines and a dice table. Fig.S. The impressive Chinese terra-cotta warrior display is just one of the many his torical treasures on board.

Fig.9. The atrium fe atures a Flemish-in spired clocl( tower, decorated with ela borate figurines.

MCI 199C SCHIP&WERFdeZEE 37 There is the chance for education if sit rooms, so fnends travelling with a dis elevator directories and directional but ting in on one of the many lectures held abled person can always be close by. All tons. on European and 'grand' voyages, in cabins come equipped with hand rails It is this diverse range of activities, in the Flagship Forum. The history, culture in the bathrooms and corridors are wi combination with what the company and attractions of the ports of call are de enough to enable wheelchair and claims to be the most experienced crew covered so guests can get a visual taste scooter access. Portable ramps and at sea, and the luxurious surroundings, of what to expect. commode seat extensions can be provi that should indeed enable guests to ded to customise cabins to personal find themselves part of a new era in Extensive features for disabled passen preference. A US$150,000 closed-loop worldwide shipping, with a tradition gers system set up in the Wajang theatre al built over the last century very much Finally, mention must be made of the lows those with impaired hearing the evident. disabled passenger facilities. AUSSI mil chance to listen to proceedings. Special lion investment has seen the inclusion bed-shaker alarm systems and light of 23 handicapped accessible cabins, flashing phones are available in certain This article was previously published in The with four of the rooms having an inter rooms. The Rotterdam is also the first (vlaval Architect under the same heading. We are connected door to non-handicapped Holland America liner to feature braille very grateful fot the permission to republish it.

Diversen

Transportation of 8 super Post to the international maritime commu Panamax cranes the Club recommends that members: Members are recommended, as a nity. The Investigation, carried out by 'Appoint a person responsible for matter of urgency, to contact their Dockwise successfully completed the The Swedish Club, has led to the con confronting the problem. suppliers of GPS equipment to verify last shipment of 4 voyages of 8 Super clusion that prompt action is required * Audit all hardware, software and pe compliance with both the CPS and Post Panamax container cranes for if vital ship systems are not to be ripheral devices and record all mo Millennium roll-overs. crane builder Mitsubishi Heavy Indus threatened. del, version and serial numbers. This tries, Hiroshima. Martin Hernqvist, Loss Prevention Offi list must be kept updated over the Claes Lindh, The Swedish Club All cranes were loaded on board of the cer at The Swedish Club, says: "All the next two years. +46.31.638400. "Dock Express 12" in Hiroshima, Ja manufacturers we consulted agree * By mid 1998 at the latest, write to all pan by a floating crane. The cranes that the Millennium Bug is a problem suppliers for confirmation that their MaK extends M range were discharged in less than 8 hours that will affect a wide variety of ship equipment is "Year 2000 compliant" MaK is set to launch the next of its M- per crane at the Pasir Panjang Termi board equipment. All hardware and or for information on the necessary series engines. As predicted in The nal at the Port of Singapore using software using dates may be affected. upgrades. Motor Ship last july the M43 engine Dockwise's unique Miami method. "It is easy to spot obvious risks - such will have a 43cm bore and produce This method employs a double rail sys as to mainframe computers and PCS - Martin Hernqvist concludes: "If any 900 kW/cyl (1,205 bhp/cyl) at tem on the quay and electrically po- but the harsh reality is that the risks ex doubt remains, ships should be in 500/514 rev/min. wereci bogies fitted with hydraulic tend to all other devices on board em structed not to use automatic speed, With a 61 Omm stroke and a BMEP of jacks, which are controlled from the ploying microchips, from alarm sys heading or track control systems (both 24.4 bar, the M43 has specific fuel ship. tems and fire detection equipment to for GMT and local time) at midnight consumption figures at MCR of The Super Post Panamax container navigational devices and refrigeration on 31 December 1999 and at mid 175g/kWh. (without engine-driven cranes each have a weight of 1,340 systems." night on 28 February 2000 (the year pumps). The engine will be available tons, a height of 75 meter and an out One manufacturer of navigation 2000 is a leap year). All time and date in six-, seven-, eight-, and nine-cylin reach of 55 meter. equipment told the Club that older in displays of navigation and communi der in-line versions and 12-, 14-, 16- In order to carry these new generation tegrated navigation systems with au cation equipment should be monito and 18-cylinder Vee configurations cranes and the heaviest cranes expec tomatic speed, heading or track con red around these periods, to ensure giving an output range of 5,400¬ ted in the coming years, one of the trol functions will be affected. The they function correctly. 16,200kW (7,341 -22,000 bhp). three Dock Express type vessels has same applies to communication sys "In the case of equipment with pro The in-line engines are 1.36m wide been modified. tems automatically receiving date and grammable dates, the current date with six-cylinder weighing 82t and The "Dock Express 12" has been fitted time from position sensors or naviga should be advanced, to test the equip measuring 7.8m while the Vees are with hatchcover extensions on both tion systems for the generation of alert ment's operation and observe the da 3.9m wide, with the 18-cylinder being sides of the hull to increase the loading messages. te value after roll-over." 12.75m in length and weighing 242t. capacity and to improve the dynamic The same manufacturer claimed to A similar problem concerns the global Lub oil consumption is given as stability of the ship. have Identified all equipment requir GPS system. The GPS satellites send in 0.6g/kWh with a 0.3 g/kWh tolerance. The photograph of the "Dock Express ing upgrading before end-1999. It is formation to GPS receivers under a ten- (From the Motor Ship, March 1998). 12" carrying the third shipment of the now busy generating the necessary in bit field for weeks. The system does not Super Post Panamax container cranes formation and support programmes utilise day, month and year; it uses Fig.S. Eight Super Post-Panamax container destined for the Pasir Panjang Termi for customers. weeks for date calculation. The maxi cranes delivered in four voyages by the "Docl< nal in Singapore, clearly shows the Martin Hernqvist says: 'The potential mum number of weeks allowable in Express 7 2 " from Japan to Singapore. modification with hatchcover exten consequences are obvious. Most ma this binary field is 1024 - or about 19.5 sions on the sides of the hull. nufacturers now regard the Millenni years - and the effective software star um Bug as a significant problem and ting date for GPS was January 8,1980! Informatie: Dockwise N.V., mr R. many are taking prudent steps to safe On August 21 1999, this ten-bit field Schoenmaker, Tel: •f32.3.31 70200. guard their customers. We recom will reset to 0 and be sent to GPS recei mend that members of The Swedish vers. Those receivers lacking compen Millennium bug is real tlireat Club contact their suppliers to ensure sating software will read the date as Ja An investigation amongst leading pro equipment remains fully operational nuary 1980. All almanac data in viders of marine equipment has pro as we enter the new Millennium." memory will be incorrect and every fix duced results suggesting that the so- When assessing the threat of the Millen will be from a "cold start" condition called 'millennium bug' is a real threat nium Bug and taking remedial action. when powered up.

38 SCHIP&WERFdeZEE MEI 1998