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New bows for Hamburg-American liners. of one of the bows in place on drydock where it was built. 4—The new bow on a slideway, being pulled slowly up to the ship by means of block and tackle. been dismantled. 1—S. 8S. Hamburg with old bow partly dismantled entering drydock. 2—Front view 3—S. 8. Hamburg in drydock before lower part of the old bow had 5—The old bow completely dismantled; the last remnants of the old double bottom being removed aged. This partial scrapping is car- ried out down to a safe point above the waterline of the vessel while the ship is still afloat lying at the wet dock under the large 250-ton crane. The portion below the water line is dismantled while the vessel is in a second floating dry dock. After the old bow has been cut away entirely the new bow is joined to the hull of the vessel by the in- sertion of a section 29 feet, 6 inches between the bow and hull. To do this the two floating dry docks are brought together, end to end, and the slideway upon which the new bow rests is extended to reach below the hull of the vessel. The new bow is then drawn along the slideway up to the hull of the steamer. After careful adjustment, by means of hy- draulic power, the two are joined to- gether, welding being extensively used. All told, the new bow adds about 800 tons of steel to the original hull. As soon as the joining process has reached a point which permits the ship to float, she leaves the dry dock. Additional work in connection with interior finish and equipment is done while the vessel is afloat alongside the quay. By the lengthening of the ship ad- ditional space is available which per- mits material improvements of a por- tion of the passenger accommoda- tions. A number of inside cabins in first class are eliminated and the space is added to the adjacent out- side rooms. In this way the size of double rooms is increased and a num- ber of private bath rooms are added. Practically all of the third class staterooms will be enlarged and without exception are to be provided with hot and cold running water, wardrobes and other conveniences. By a slight reduction in passenger capacity it becomes possible under the new arrangement to limit most of the third class rooms to two berths and also to provide many single berth cabins. Available enclosed deck space will be greatly enlarged. A portion of this space is being fitted out as a dance floor. The S. S. Hamsure, first of the four liners to be lengthened and to enter service, arrived in New York Dec. 15 on her first crossing since the altera- tion had been made. MARINE REVIEW--—January, 1934 It was found on this first trip, in stormy weather against head seas, that the anticipated savings were real- ized. Only 20,000 horsepower was re- quired as compared with 28,000 horse- power previously. This means a say- ing of 60 tons of fuel oil per day, costing about $500. Dr. Emil Goss, director of the en- gineering department of the Hamburg- American line, arrived on the HAm- BURG and indicated that still better efficiency will be obtained by a change in the characteristics of the propellers. The indication is that the diameter and pitch should be reduced. At no sacrifice in speed the savings in fuel consumption, it is now established by the records of an actual voyage, will be $8000 a round trip, which corro- borates the estimates of the shipyard. Dr. Goss, who is largely responsible for the design of the new bow, will be entertained by American naval ar- chitects and marine engineers, and will, no doubt, give some technical details on this rather revolutionary reconstruction of comparatively mod- ern ships. The new bow has also greatly improved the seagoing quali- ties and the ship’s general appearance. 23