Fridland Technical Specification

LAUNCH AT WEST HARTLEPOOL

SIDE BALLAST TANK SELF-TRIMMING STEAMER FRIDLAND.

(northern) Daily mail June 24/1910

Yesterday, Messrs. William Gray and Co., Ltd., launched the handsome steel screw steamer Fridland, which they have built to the order of Messrs. Axel Brostrom and Son, Goteborg.

She is built to the highest class in Lloyd’s and is of the following dimensions: Length over all, 415ft.; breadth, 52ft. 9in.; and depth, 28ft. 6in.; and is specially designed for the owners’ Swedish iron ore and general trade, having long, poop, extra long bridge, and top-gallant forecastle.

The cellular double bottom extends throughout, and large after and fore peak tanks and deep tank in the after hold are fitted for water ballast. These, with side ballast tanks of about 1,400 tons capacity give about 3,100 tons in all. Special pumps, pipes, and valves are fitted so that the whole of the ballast can be filled or emptied in less than ten hours. The side tanks (McGlashan’s patent) extend from the after hold to the fore hold, a length of 247ft., in way of which the ship has double sides, which add to her strength and safety. They are specially designed for self trimming, the wings being carried well into the hatch combings. They are also of advantage when ore or coal cargoes are carried, presenting a smooth surface which is easily cleaned down, and preventing the lodging of dirt which occurs in ordinary vessels behind stringers and between the frames.

The extra ballast improves the speed of the vessel when running light, and considerably reduces the “racing” of the machinery. It is under easy control, and saves the cost and delay of shipping other ballast, which ensures a safe passage in ordinary vessels.

Superior cabin accommodation for captain, officers, and engineers is provided in houses on the bridge, while the crew will be berthed in the forecastle.

Twelve extra powerful steam winches are fitted, two strong masts, four derrick posts, 12 derricks with strong derrick gear, and two strong derricks for 10 and 15 ton lifts, steam steering gear and hand gear aft, patent direct steam windlass, large horizontal multitubular donkey boiler of main boiler pressure, telescopic masts fore and aft rig, boats on deck overhead, extra ventilation, room for installation of wireless telegraphy, electric lighting, and steam heating throughout, and a very complete outfit for a first class cargo steamer.

The machinery consists of a first class set of triple-expansion engines and boilers capable of developing 1,800 h.p. with cylinders 27 ½ in., 43in., and 73in. diameter, having a piston stroke of 48in. There are two large steel boilers at work at a pressure of 180lbs. per square inch under Howden’s system of forced draught. Weir’s pumps and feed heater and a number of “CEMEW” donkey pumps are fitted, and also a bronze propeller and other specialities, all by the Central Marine Engineering Works of the builders.

The hull and machinery have been constructed under the superintendence of Mr. Filip Lindahl, assisted by Mr. C. A. Olsen and Mr. D. Bore.

The ceremony of naming the steamer Fridland was gracefully performed by Miss McGlashan, West Hartlepool.

Amongst those present at the launch was the Swedish Vice-consul

TRIAL TRIP OF THE s. s. FRIDLAND.

(Northern) Daily Mail. Sep 6/1910

The handsome steel screw steamer Fridland, built by Messrs. William Gray and Co., Ltd., for Messrs. Axel Brostrom and Son, of Goteborg, was taken for her trial trip on Saturday.

The vessel has built to Lloyd’s highest class, and is of the following dimensions: Length over all, 415ft.; breadth, 52ft. 9in.; and depth, 28ft. 6in. She has been specially designed for the owners’ Swedish iron ore and general trade, and has long, poop, extra long bridge, and top-gallant forecastle.

The cellular double bottom extends throughout, and large after and fore peak tanks and deep tank in the after hold are fitted for water ballast. These, with side ballast tanks of about 1,400 tons capacity give about 3,100 tons in all. Special pumps, pipes, and valves are fitted so that the whole of the ballast can be filled or emptied in less than ten hours. The side tanks (McGlashan’s patent) extend from the after hold to the fore hold, a length of 247ft., in way of which the ship has double sides, which add to her strength and safety. They are specially designed for self trimming, the wings being carried well into the hatch combings. They are also of advantage when ore or coal cargoes are carried, presenting a smooth surface which is easily cleaned down, and preventing the lodging of dirt which occurs in ordinary vessels behind stringers and between the frames. The extra ballast improves the speed of the vessel when running light, and considerably reduces the “racing” of the machinery. It is under easy control, and saves the cost and delay of shipping other ballast, which ensures a safe passage in ordinary vessels.

The machinery consists of a first class set of triple-expansion engines and boilers, the cylinders 27 ½ in., 43in., and 73in. diameter, having a piston stroke of 48in.; there are large port openings to insure an easy passage of the steam, and so obtain the maximum energy from it. The main condenser has been specially designed to maintain a high vacuum in all seas, whilst special attention has been given to insure a high temperature in the boiler feed water. During the trial a vacuum of 28 inches of mercury was maintained.

Steam is generated in three large steel boilers adapted to work at a pressure of 180lbs. per square inch.

The engine-room auxiliaries are very complete, and include a number of duplex pumps of the builders “CEMEW” type, one of their large atmospheric winch condensers, Weir’s pumps and heater, etc.

Special attention has been paid in the design and construction of the vessel and machinery to insure the utmost economy in fuel and upkeep. With this in view the vessel has been built on fine lines and a bronze propeller has been fitted, which with the special features of the engine design named above, will enable the maximum amount of cargo to be carried a fair average speed on a very low consumption of coal.

The hull and machinery have been constructed under the superintendence of Mr. Filip Lindahl, assisted by Mr. C. A. Olsen and Mr. D. Bore. The two former gentlemen represented the owners on the trial, Captain J. E. Murrell represented the builders of the ship, and Mr. Maurice S. Gibb the engine builders.

A speed of 12 ½ knots was maintained, the performance of the ship and machinery being highly satisfactory.

Owners: 1910 Ang A/B Tirfing (Axel Brostrom & Son) Gothenburg: 1915 Captured & taken to Kirkwall

Masters: 1915-17 CGE Svensson.

On a voyage from Portland for Rotterdam with a cargo of grain on 2 February 1916 Fridland was damaged by a mine laid by a German submarine (UC-1 Kurt Ramien) near Longsand light vessel. She was beached & salvaged.

The Belgian Relief ship left Baltimore, USA on 12 January 1918 on a voyage for Rotterdam with a cargo of  6,715 tons of grain when she was torpedoed in a so-called ‘safe’ region off the Dutch Island of Terchelling in the North Sea in 53.34N/04.10 E on Thursday, 7 February 1918. The first torpedo hit her on the starboard side killing 6 of the crew-20 minutes later a second struck her on the port side. The remaining crew took to the boats & when some distance away saw three more shots fired at their vessel. Only one hit her but it struck her amidships & she broke in two & sank. One crewman was wounded & six were lost.

This section will, in time, contain the stories of more than 450 merchant ships built or owned in the Hartlepools, and which were lost during the First World War. As an illustration of the truly global nature of shipbuilding, these ships were owned by companies from 22 different countries, including more than 30 sailing under the German flag at the outbreak of war.