The Nederlandsche Scheepsbouw Maatschappij (NSM) was a successor of the Koninklijke Fabriek, albeit only from an organizational perspective.

In 1893 former employees of the Koninklijke Fabriek then contacted Jacob Theodoor Cremer, and he founded the new company Nederlandsche Scheepsbouw Maatschappij (NSM).

Geertsema for 15; H.C. van den Honert 10; Stoomvaart Maatschappij Nederland for 62; Oostersche Handel en Reederij 10; Johann Gottlieb Sillem for 12; Firma Lippman Rosenthal 10; L. Serrurier 10.

2 The nucleus of most of the workforce of current shipyards in Amsterdam had still been educated in the art of building wooden ships.

That way he could focus on the core business, while remaining free to buy machinery at the best conditions, or according to the choice of the principal.

The tender was for an office, a carpentry hall, a workplace with engine room and boiler house, a lunchroom with doorman's home.

It also called for filling up a harbor and making fences and shoring for the site on the Wittenburgergracht and third Conrad street.

On 7 August 1896 a suction dredger of about 350 tons was launched for the shipyard Conrad, and ultimately the Russian government.

It was not a structural solution: The Oosterdoksluis, which connected the shipyard to the IJ only allowed ships with a beam of up to 51 feet (15.4 m) to pass.

On 15 March 1909 the Rijkswerf launched HNLMS De Zeven Provinciën, an armored cruiser with a beam of 56 feet (17.1 m).

[28] This ship Koningin der Nederlanden displaced 12,190 tons loaded to be immersed 24 feet (7.3 m), and was launched on 15 March 1911.

She was built of Siemens-Martin steel with cooperation of the Nederlandsche Fabriek van Werktuigen en Spoorwegmaterieel and weighed 4,800 ton.

It had three centrifugal pumps driven by electrical engines of 110 hp, capable of floating the drydock in four hours at maximum load.

The real problems for the Dutch shipping lines began with the resumption of the unrestricted submarine warfare on 1 February 1917, and especially the American declaration of war with Germany on 6 April 1917.

[35] The motor schooners were small ships, they were smaller than the minimum size of 400 tons that the government could impound.

On 19 November 1915 the SMN ordered a comparable passenger ship of 482' by 59' and 30' hold to replace the SS Emma.

After the close down of the Rijkswerf on 4 July 1915, the Dutch navy ordered the light cruiser Sumatra based on a German design in October 1915.

She was laid down on 15 July 1916, but work progressed slowly on her as well as on the Johan de Wit due to a lack of materials All in all the maximum width of the exit from the Oosterdok spelled the end for the location of the shipyard on the Conradstraat.

Already after the affair with the J.P. Coen the board had decided that a move to a place suitable for building bigger ships was inevitable.

[41] On the day of the opening the new shipyard started its activity with the construction of a new floating drydock using two of the slipways at the same time.

[48] In the evening of 10 December 1925, a fire broke out below the 590 feet (180 m) long big slipway on the Conrad street.

The tanker Clam would be launched after a short construction time on 14 August, probably because the rear of the ship that had burned proved fit for re-use and had been brought over from the Conrad street.

The Clam was soon followed by Op ten Noort (class: Plancius) of 424.5 feet (129.38 m) for the Indische Pakketvaart and Christiaan Huygens (type: P.C.

[60] Operating on the world market for ship construction, the NSM was severely impeded by the Dutch government clinging to the gold standard.

Nevertheless, at the same price in the buyer currency, the NSM had to work at a loss while foreign companies made a profit.

From a financial perspective the orders in progress in 1936 or concluded before the devaluation would not contribute much to profits, because many materials would have to be bought with a weak guilder.

In the shareholders meeting of 25 April 1940, the board stated that this fifth slipway had a direct relation with the expected construction of battle cruisers, cf.

[69] For the NSM, World War II started with the escape of the light cruiser Jacob van Heemskerck from the shipyard to England.

In the morning of 10 May, she was in her red primer, in the evening she was grey, and left for England without a single trial run of her engines.

The NSM came through the war like many other companies, with strikes, mild collaboration, passive resistance delaying tactics and sabotage.