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Tank Tests Show Improved Hull Performance By R. D. Mac Millen world are overcoming to some ex- tent their traditional conserva- tism and are taking advantage of improved hull forms to speed up their ships and to make them more seaworthy and economical to run, is evident in the operation of the American Maierform Co., New York, and the parent company in Germany, according to W. K. Maier, son of the inventor and head of the American company. A total of 63 Maierform vessels, with an aggregate of 250,500 shaft horsepower, has been built or con- tracted for since the introduction of this type of hull form in 1926. Of this total, 108,000 shaft horsepower was placed in 1933 alone and 38,000 shaft horsepower has been contracted for up to the middle of May in 1934. By far the largest proportion of this aggregate tonnage is of Dutch, French, Scandinavian and British registry. It is expected, however, with the revival of shipbuilding in Germany, that a number of shipown- ers in that country, impressed by service records and model basin tests. will add Maierform tonnage to their fleets, utilizing this form in the fore- body. at least, if not in the com- plete hull. The North German Lloyd, one of the first companies to use this hull form, already has four large cargo carriers of this type in commission, and will use the design in its newest vessel, a 700-ton deadweight cargo liner of 14.25 knots average sea speed, for the West Indies service. Moreover, the German merchant marine is about to have its first tur- Teron shipowners throughout the Sea Condition Wave Length 406 ft. Wave Height /3ft. SHP Normal Fo Maierform bine electric ship, which will also be the largest Maierform vessel ever constructed and the eighth of this de- sign to be ordered this year. The new vessel, with twin screws deliver- ing more than 20,000 shaft horse- power and of 16,000 gross tons, will have an unusually high sea speed and is to operate between Bremen and the Far East. It is interesting to note that turbine electric propulsion in Europe was pioneered on the Far Eastern run, where the voyage is broken up into a number of legs of varying length, making this type of drive particularly suitable. A series of experiments has re- cently been carried out in the Ham- burg model basin to compare the ac- tion of normal and Maierform model hulls in artificial waves of a magni- tude to simulate conditions encoun- tered by vessels in service in various parts of the world. The accompany- ing graph officially attested, records a direct comparison of the results ob- tained for a model of normal hull form and a model of Maierform fore- body combined with a ‘‘V’’ shaped normal aft body, run self-propelled against artificial waves corresponding to average Atlantic waves 406 feet long and 13 feet high. It will be noted from the results recorded in the graph that in calm water condition, the Maierform com- pared with the normal form forebody shows only 5 per cent improvement. In rough water condition, towever, the maximum Maierform superiority is slightly in excess of 15 per cent. This substantial saving may, of course, be translated into terms either of greater power, or speed, or Calm Condition SHP ® Comparison of results from Hamburg tank tests in sea and calm conditions for a 7000-ton cargo ship, 410 ft. 54 ft: 6 in. wx 24 ft. using self - propelled normal hull form and Mai- erform models A MARINE REVIEW—June, 1934 fuel economy in rough water. Consid- ering average sea speed for instance, the experiments show that, with a maximum of 4500 indicated horse- power, the vessel with the Maierform forebody will, on the basis of these model tests, lose one knot less sea speed than the vessel with the normal form of forebody. New York Propeller Club In observance of national maritime day the New York Propeller club held a banquet at the Downtown Athletic club on May 22. The principal speaker was Charles W. Taussig, president of the American Molasses Co., and one of President Roosevelt’s advisors, Other speakers included H. Gerrish Smith, president of the National Coun- cil of American Shipbuilders, Joseph B. Weaver, deputy administrator of the national recovery administration in charge of shipping, and Arthur M. Tode, national president of the Propel- ler club. C. H. C. Pearsall, president of the New York Propeller club and vice president of the Colombian Steamship lines, presided. Charles E. Murphy, former president of the Advertising club, acted as toastmaster. More than 300 members and guests attended. Members of the dinner committee of which R. R. Piper of the United Dry Docks Inc. was chairman, included Commissioner John McKenzie of the New York city dock department; EH. W. Fiske Jr., port captain of the Stand- ard Oil Co.; Robert F. Hand, ‘vice president of the Standard Shipping Co.; George J. Kaye of the United Dry Docks Ine.; J. J. Kelleher of the United Fruit Co.; M. J. Hanlon of the Black Diamond line; William H. Lee of the International Mercantile Ma- rine Co.; H. Markwalter of the Colom- bian line; I. H. Paine, vice president of Cosmopolitan line, J. W. Hendry of the Bethlehem Shipbuilding Corp.; B. A. Moran, of the Atlantic Basin Iron Works; and Cuthbert Hague. U.S. S. San Francisco’ Trials The U. S. S. San FRANCISCO, light armored, heavy cruiser of 10,000 tons displacement, built at the United States navy yard, Mare Island, Calif., was recently given her first speed and power tests and standardization trials over the measured mile course off Point Vincente, Calif. Construction of the SAN FRANCISCO, coming within the provisions of the London treaty of 1930, was author- ized Oct. 11, 1930. The keel was laid Sept. 9, 1931 and she was launched on March 9, 1933. Her length over- all is 588 feet; beam, 61 feet, 9 inches; and normal draft, 21 feet, 7 inches. She carries a main battery of nine 8-inch guns mounted in 8 tur- rets. Her maximum designed speed is 32.5 knots.