|
|
|
Chapter 2
1883 - 1900
Weathering the Storm
The loss of the first EDAM had opened a chapter of accidents such as befell many shipping companies in the second half of the last century. The ROTTERDAM was wrecked on the Dutch coast in 1883 and the MAASDAM was burnt out in mid-Atlantic in the following year - sad endings for the two pioneer ships of the Line. In thre same year, also, the AMSTERDAM was wrecked on Sable Island, N.S.
Rotterdam II Fortunately at this time the affairs of the Company were largely in the hands of two exceptionally able men, Jhr. O. Reuchlin and Mr. Jan V. Wierdsma, whose qualities were complementary. To obtain fleet replacements at minimum cost a programme of buying really sound second-hand ships were embarked upon, replacing some of their old compound machinery, after a few years service, with triple-expansion engines. Between 1886 and 1889 seven good ships were acquired:
1886 ROTTERDAM 3,329 tons, ex BRITISH EMPIRE 1887 AMSTERDAM 3,607 tons, ex BRITISH CROWN 1888 VEENDAM 4,035 tons, ex BALTIC (White Star Line) 1888 OBDAM 3,699 tons, ex BRITISH QUEEN 1889 MAASDAM 3,984 tons, ex REPUBLIC (White Star Line) 1889 WERKENDAM 3,657 tons, ex BRITISH KING 1890 SPAARNDAM 4,539 tons, ex ARABIC (White Star Line)
During this period one further loss was sustained, late in 1887, when the W. A. SCHOLTEN was sunk in collision in the Channel off Dover at night, unfortunately with heavy loss of life.
OBDAM In 1888 a start was made toward putting the Company's services on a broader basis. A scheduled call was introduced at Boulogne for American passengers to France and as a transitport for Mediterranean emigrants. Later in the year a new service from Rotterdam to Brazil and the River Plate was inaugerated. Two new ships, DIDAM and DUBBELDAM, of 2,700 tons, were ordered for this route the older ships of the line being used until their delivery. At the end of 1890 however, the crisis in Argentina having brought trade and immigration to a standstill, the ships were transferred to the Rotterdam-Baltimore run.
In 1893 the agreement with the KNSM expired but by this time the New Waterway allowed the largest ships direct access to Rotterdam. Conditions were again bad in the USA, which with other economic factors, including intense shipping competition, made 1894 a very bad year for the Company, but in the following year things began to improve. The DIDAM and DUBBELDAM were sold, being unsuitable for the North Atlantic, and a new ship was ordered from the proceeds of the sale. All the second-hand ships that had proved so satisfactory having been built by Harland & Wolff, the order for the new ship was placed with these builders. This was the third ROTTERDAM, a much larger ship of 8,186 tons, and the Company's first twin-screw vessel.
In the late 1890's future prospects appeared much brighter and, before delivery of the ROTTERDAM, a still larger vessel, the 10,500 ton STATENDAM, was laid down at the same yard.
STATENDAM I As the new tonnage came into service the old ships were sold: P.CALAND, SCHIEDAM and ZAANDAM in 1897, OBDAM on 1898. In the latter year VEENDAM sank after striking a submerged wreck in the Atlantic, the passengers being transferred to the ST. LOUIS. At the end of the century when the fleet consisted of the STATENDAM, ROTTERDAM, SPAARNDAM, WERKENDAM, MAASDAM and AMSTERDAM, the Amsterdam - New York passenger service was discontinued.
Next Chapter:
1901 - 1914
Expansion and Prosperity
(The above text is from H. M. Le Fleming's Ships of the Holland-America Line, John Marshbank Ltd. Publishers, 1963, 1965.)
Home | Table of Contents
Chapter 1 | 3 | 4 | 5 | 6 | 7
