SS Vaterland Ephemera Collection

All Digitized Ephemera for the SS Vaterland available at the GG Archives. Common items of ephemera in our maritime collection include passenger lists, brochures, event and entertainment programs, and other memorabilia produced for a voyage or ship.

Ephemera contained in the GG Archives collection represent the souvenirs provided to the passengers of each voyage. Many of these souvenir ephemeral items have disappeared over the years.

Our selection varies considerably by ship, and likely contains only a sampling of what was originally produced and printed by the steamship lines.

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First Voyage of the Greatest Steamship

By John A. Sleicher

Dancing the Tango in Mid-Ocean in the Magnificent "Social Hall" of the Vaterland.

Dancing the Tango in Mid-Ocean in the Magnificent "Social Hall" of the Vaterland. Photo by Brown & Dawson. GGA Image ID # 15f8f0aff7

Every steamship must make its first long journey, after its brief trial trips. Yet since the terrible ocean disaster which occurred two years ago, off the coast of Newfoundland, on the maiden voyage of a great vessel, the first trips of new steamships have been regarded with superstitious fear.

The superb inaugural trip of the Vaterland, the new Hamburg liner which recently crossed from Cherbourg to New York in less than five and a half days, bids fair to put an end/for all time, to the needless apprehension regarding the first voyages of new steamships.

Hereafter, passage on the initial trips of the magnificent liners that this new era of naval architecture is producing will be sought as eagerly as seats at the best theaters' first-night performance.

The first trip of a great steamship is undoubtedly as interesting, novel, and attractive as the first night of the best theatrical show. There are decided advantages in making the first trip on a new steamer.

Note a few; plenty of room in every direction whether on the decks, the promenades, the smoking, dining, or reading rooms, or the social hall; no waiting for a table or for the services of the stewards; everything on board, span and new, fresh and clean; no smell of old kitchens, long-used cabins and decks; the finest and freshest linen, bedding, carpets, rugs, and draperies; extraordinary precautions for the safety of every passenger because it is the maiden voyage; strict supervision of every department to make the first record the best; the most attractive menu and the choicest foods so that every passenger shall be bound to advertise the merits of the new ship.

These and many others that I might add are always borne in mind by the seasoned traveler, and, therefore, you will find him looking for the first trip of every new steamship.

Commodore Hans Ruser, the Veteran Commander of the Vaterland.

Commodore Hans Ruser, the Veteran Commander of the Vaterland. GGA Image ID # 15f8fc4682

Nor should it be forgotten that a notable event such as the first voyage of a splendid steamer, like the first night of a superb new play, is watched with the public's eager interest.

On the Vaterland were several leading representatives of the Hamburg Line, including one of its most prominent and efficient directors Mr. Max Warnholtz and Chief Inspector Sachse.

One of the most observant of all the passengers was an English gentleman widely known for his practical knowledge of shipbuilding and his notable achievements in that line, the Right Hon. A. W. Carlisle. The guests included several representatives of leading American, English, and German newspapers and magazines.

Photographers were busy all over the ship getting ready to tell the story of the journey in life-like pictures. The passenger list embraced eminent business and professional men, including ex-Senator Aldrich, Rhode Island, Mr. Adolph S. Ochs, publisher of the New York Times, and Mr. A. W. Fox, the London correspondent of the New York Herald, Karl Von Weigand, the Berlin correspondent of the United Press and New York Sun, R. H. Fiebelman, the Berlin correspondent of the London Daily Express, Edgar Allen Forbes, the author, and other well-known names.

There were numerous pleasant little dinner parties in the superb Ritz restaurant by Senator Aldrich, Mr. Ochs, and others to Commodore Ruser and representatives of the Hamburg Line.

One experience of the first voyage of a steamship bound for New York is unique. I refer to the strenuous welcome the vessel receives when its first journey is ended as it steams proudly up the magnificent bay and approaches its wharf. The wild enthusiasm for such a noisy welcome will never be forgotten by the passengers.

The screeching of thousands of whistles, the dipping of countless flags, the shouts from a mighty chorus of voices, rend the air like a vocal earthquake. This genuine American welcome to a steamship bearing the German colors coming at the close of a record voyage was the crowning glory of the Vaterland's maiden trip. It will seldom be equaled and never surpassed.

A few simple facts about the Vaterland with no tiresome statistics will give a faint conception of its majestic proportions. Nearly 1,000 feet long and 100 feet wide, 63 feet deep, with 65,000 horsepower, a tonnage of 58,000 tons, 15,000 electric lights, about 100 lifeboats, and a crew of 1,200 persons, the great ship is a wonder and a delight.

Mr. Ochs figured out that the 58,000 tons of the Vaterland represented more than the weight of every man, woman, and child in Hamburg if we credited that city with 1,000,000 inhabitants of an average weight of 100 pounds each. Figure it out for yourself and continue to figure as Mr. Ochs did, how many freight cars, each with a carrying capacity of 40,000 pounds, would be the equivalent of such a ship, as a carrier of trade.

The Titanic was lost because of an extraordinary combination of adverse circumstances that may never happen again. An iceberg ripped open its side in such a way that the water flooded one compartment after another, slowly and gradually until the mighty vessel sank.

Had the compartments extended beyond the waterline, running longitudinally and laterally, as they do in the latest types of steamships with double bottoms, the Titanic would have survived the fearful crash. But we learn by experience. No teacher is more valuable.

The Vaterland, like the Olympic, the Aquitania, and all the great vessels of recent construction, has a steel double bottom, extending its length, and bulkheads not only across the ship but running from end to end.

These bulkheads reach above the waterline. In each a ladder, extending to the top offers a chance for escape for any unfortunate occupant who may be caught by the bulkhead's hurried closing.

The constructors of the Vaterland did a daring experiment before its trial trip. They took it out to deep water, flooded one-third of its compartments, and let the vessel sink as far as she would. The result was watched with painful apprehension. Many protested such an unusual and daring trial. Still, the vessel floated.

All the available power pumps in her vicinity were requisitioned before she could be relieved of the enormous volume of water with which she had been Hooded. Steamship builders declare that this was the severest test of the kind to which a modern steamship had ever been submitted. The fact that it was so successful brings assurance of perfect safety to the traveler on the high seas.

A visit to the bridge of a great steamship is an educational treat for those who are so fortunate to receive an invitation from its commander. The Vaterland has a commodore—Hans Ruser—and four captains.

The commander's voice on the bridge sounds the last word. It is the ship's unquestioned and unchallenged law. From his commanding point of vantage, the captain surveys the sea. In the center of the bridge stands the steersman.

The captain patrols the bridge, watches the outlook, and sees that the vessel obeys its compass. He is not only at the helm to guide, but he is on the bridge to direct, fie may look forward, but he knows what is behind him and what is going on beneath. A speedometer—an ingenious and compact turbine arrangement that drops into the water from the hull—records the vessel's speed on the bridge, and continuously tells the distance it has run.

Another dial reports the revolutions of the significant turbine engines that furnish the motor power. As I watched, it recorded 150 revolutions of the propellers every minute. Each of these propellers measures nearly 20 feet in diameter and weighs 30,000 pounds. The draught of the ship is always recorded on the bridge.

Tubes lead from every part of the vessel to the bridge, and puffs of the air come at quick intervals so that if the slightest fire breaks out, the smoke at once appears to meet the captain's eye. Telephones reach in every direction and speak with a loud voice to hear the commander and all his lieutenants.

While the bulkheads can be closed from below, not one can be moved without a visual record of its operations before the officers on the bridge. In an emergency, they can, with one stroke of a lever, close every bulkhead.

If an electric light goes out below, the captain knows it for a little signal on the bridge tells him of it. As familiar to the captain as the alphabet, many devices puzzle the visitor, but everyone has its use. Some are almost in the experimental stage, the speedometer, for instance.

The wonder of this ship is the gyrocompass. It cost over $20,000 as compared with $50 for the ordinary ship compass. The needle is as steady as a clock on the gyro, and the sailor who stands behind it at the wheel follows a straight line with no deviations.

The old foghorn, forbidding and foreboding, is replaced by a whistle ingeniously deprived of its shriek and so placed at the bow to carry its far-reaching voice of warning across the broadest sweep of the sea.

If you wish to get a view of this leviathan of the deep, step out upon the bridge's edge, jutting three feet beyond the black hull and look backward and downward. Your eyes will stretch along the upper deck, covered with lifeboats until it reaches the center pierced by three enormous yellow funnels weighing together over half a million pounds.

Only two of these give the draft to the boilers. The third is merely a ventilating shaft, and here we find another innovation that significantly pleases the passengers.

The enormous' funnels do not cut through the decks from the furnaces upward. They branch off from the furnaces, deep in the hold, and follow the ship's sides, the flues finally united at the upper deck and discharging from the funnels. By this arrangement, the spacious decks are left unobstructed.

The additional space thus secured, is very wisely devoted to the comfort of the promenading passengers. However, it could have been utilized for stateroom purposes.

Those who have struggled through the crowds onboard a steamer before its departure will realize the convenience and comfort this new ship construction assures. It makes the Vaterland, with its vast halls and spacious lounging and living rooms, more like a grand hotel than a steamship. In the evening, the spectacle when the superb "Social Hall" is given up to the dancers is animated and charming.

Will the time come, as Mr. Ochs predicts it will, when these enormous ships of modern construction, costing about $10,000,000 each will be utilized as ocean hotels, taking their patrons quickly from New York to I London, Paris, and Berlin, giving them a few days of rest and recreation and bringing them back within two or three weeks to resume their activities at home? Who knows?

John A. Sleicher, "First Voyage of the Greatest Steamship," in Leslie's Illustrated Weekly Newspaper, Vol. CXVIII, No. 3066, Thursday, 11 June 1914, p. 569, 582. Edited for Grammar, punctuation, and readability.

 

SS Vaterland: the Largest Vessel in the World (1914)

For the Present This New Hamburg America Liner is the Largest Vessel in the World

The steamship Vaterland of the Hamburg America Line, which arrived in New York May 21, is the largest steamer in the world. While closely resembling her famous sister ship the Imperator in construction and equipment the Vaterland is of greater dimensions and presents many original features.

The Vaterland measures 950 ft. in length, 100 ft. in beam and has a tonnage of 58.000. In her trial trip the Vaterland developed a speed of 26.3 knots per hour.

Construction commenced in September 1911 on the Vaterland at the yards of Blohm & Voss of Hamburg, and launched on 3 April 1913. Prince Rupprccht of Batavia christened the ship Vaterland before a notable gathering.

The Vaterland is built of the best Siemens Martin steel and conforms in every detail of her construction and equipment to the latest rulings of the German, English and American laws governing ship building. She is constructed with a double bottom and a double skin extending well above the water-line.

Entrance to Grand Salon, SS Vaterland (1914)

Entrance to Grand Salon, SS Vaterland (1914)

Steel bulkheads, both longitudinal and transverse, of exceptional strength, divide her hull. The hull contains five steel decks, which with four superimposed, gives her nine decks above the water line. The Vaterland is equipped with Frahm anti-rolling tanks, which with her natural stability render her one of the steadiest boats afloat.

The unusual position of the funnels of the Vaterland made it possible for an entirely new arrangement of the public cabins. The funnels pass through the decks at a point near the side instead of through the center of the ship. Ry removing this obstruction it has been possible to have one great cabin open directly into another, thus giving the ship a remarkable effect of artistic spaciousness.

This vista extends from the Ritz Carlton restaurant through the winter or palm garden and the grand hallways to the main lounge or ballroom. The grand staircase, which is one of the most attractive features of the Vaterland, extends through six decks.

The several staircases are supplemented by three passenger elevators in the first, and one in the second cabin, running through six decks.

A crew of 1,234 men operates the Vaterland. A commodore, four captains and seven officers command her. There is a chief engineer, three first engineers and thirty-five assistants and electricians. The boilers are operated by 12 chief firemen, 15 oilers, 187 stokers and 189 trimmers, The Vaterland has eight kitchens which are presided over by three chefs, fifty-two cooks, five pastry bakers, 36 waiters and 350 stewards.

Dining Room of the Vaterland

Dining Room of the Vaterland

The crew also includes three physicians and three physician assistants, one female nurse, three telegraphers and three telephone operators, one stenographer and typewriter, a master of the bath, a bookseller, cabinetmaker, masseurs and a gardener. The Vaterland has a social director as on the Imperator.

The Vaterland is illuminated by about 15,000 electric lights. In no other ship probably is electricity so generally employed. Both passenger and freight elevators, the hoists, derricks, operating machinery, and kitchens, are all operated electrically.

The cabins and staterooms of the first cabin are heated by electricity. An abundance of fresh air is forced to every part of the ship by electric ventilating system. The Vaterland carries no ventilating funnels, common to most ships, thus economizing valuable deck space.

A complete system of telephones, call bells and electric indicating devices assures perfect service in every cabin and stateroom of the Vaterland. At every bell call for instance, a tiny white or red light gleams in the corridor and is not extinguished until the serving steward or stewardess presses the discontinuing button at the door of the cabin from which the call has come.

Grand Salon of the Vaterland

Grand Salon of the Vaterland

The supply of linen, to mention a single detail of the supply service comprises of 160,000 pieces representing a weight of 85,000 lbs. On a single trip, the laundry list contains 10.000 pillowcases, 5,000 bed sheets, as many counterpanes, 30.000 towels and 45,000 napkins.

The Vaterland carries only a few more passengers than ships of half her size. Her public cabins are the largest ever constructed. The main lounge of the Vaterland, the largest and most sumptuous of these cabins, is provided with a concert stage and a dancing door. The smoking room, located forward, directly beneath the bridge, is open on three sides thus affording an uninterrupted view of the sea and assuring perfect light and ventilation.

The main dining room seats upwards of 800 guests. The Ritz Carlton restaurant of the Vaterland is oval in form exactly reproducing the restaurant under the same management in New York. A special feature has been made of the palm garden, which is decorated with a wealth of tropical foliage. The ladies’ writing rooms, library and lounges are especially large and attractive.

A new attraction is lent to ocean travel by the luxurious baths, enjoyed in such variety on the Vaterland, which rival those of a great spa or bathing resort. The sumptuous Roman bath, which has proven so popular on the Imperator, has its counterpart on the Vaterland. The pool of the bath measures 20 x 40 feet and has a depth of 10 feet. The bath is carried out with massive columns, Pompeiian frescoes, and is furnished with marble benches.

The water is constantly renewed, and special provision has been made to keep the water of a uniform temperature. Grouped about the pool are a variety of therapeutic baths. In this group will be found the ship's barbershop, manicurists, Masseurs, hairdressers, etc.

Four great screws driven by turbine engines propel the S. S. Vaterland. Each of these propellers measures 19 ft. 7 in. in diameter and weighs 15 tons. When going at full speed the propellers make more than 150 revolutions per minute. The engine plant driving these propellers consists of four main turbines hitched in series.

The Hamburg America Line Ocean Liner SS Vaterland (1914)

The Hamburg America Line Ocean Liner SS Vaterland (1914)

For driving the great steamer astern, two special high-pressure and two low-pressure turbines are provided. All the turbine engines may be used singly. The Vaterland has four firing rooms, with 46 water-tube boilers. As a special precautionary measure the forward engine room is divided into three water-tight compartments, and the aft room into two compartments.

Every conceivable precaution has been taken in the construction and equipment of the Vaterland to assure safety. She carries submarine sounding signals and electrically driven lead heavers. A searchlight of great candlepower is placed high on the tore mast. Loud speaking telephones keep all parts of the ship in instant communication with the bridge.

The Vaterland carries life belts for every passenger and member of the crew, with many life buoys and illuminated night buoys. Her lifeboat equipment includes 83 life boats accommodating about 5,300 persons. Two of these are motor boats carrying special wireless apparatus. Welin davits are used to lower them.

The wireless telegraph equipment of the Vaterland is the most powerful ever installed on shipboard. It comprises three separate sending instruments and includes six antennae. The special long distance service equipment will keep the vessel continuously in touch with land throughout the Atlantic crossing.

A second system will operate over 400 miles a day and 1,200 miles at night, while a third emergency outfit, operated by storage batteries is kept in reserve. The wireless station is in charge of three operators, one of whom is constantly on duty.

“Steamship Vaterland,” in The Marine Review, Volume 46, No. 6, Cleveland/New York, June 1914, P. 220-222

SS Vaterland - The World's Largest Ship (1914)

The SS Vaterland at Anchor off Quarantine

The SS Vaterland at Anchor off Quarantine

The S. S. Vaterland of the Hamburg American Line, the largest steamship afloat, arrived in New York, May 2ist, 1914. She is 950 feet long, 100 feet beam, and has a tonnage of 56,000, and developed a speed of 20.3 knots on her trials.

In September, 1911, Blohm & Voss started work on her at Hamburg and she was launched April 3, 1913. She has a double bottom, and a double skin extending well above the waterline. Steel bulkheads, both longitudinal and transverse, of exceptional strength, divide her hull. She has five steel decks and nine decks in all above the water line.

She is equipped with Frahm anti-rolling tanks, which, with her natural stability, render her one of the steadiest ships afloat.

The Vaterland carries a crew of 1,234 men, and is commanded by a commodore, 4 captains, and 7 officers. There is a chief engineer, 3 first engineers, and 35 assistants and electricians, with a "black gang" of 403. There are 446 men in the steward's department. She also carries 3 physicians, 3 assistants, 1 female nurse, 3 telegraphers. 3 telephone operators, one stenographer and typewriter, a master of the bath, a book seller, a cabinet-maker, masseurs and a gardener.

Four screws driven by quadruple turbine engines of the Parsons type propel the Vaterland, developing 90,000 H. P. For backing two special high-pressure and two low-pressure turbines are provided. All the turbine engines may be used singly. She has 4 fire rooms and 46 water tube boilers.

Great precautions have been taken in her construction and equipment to assure safety. She carries submarine sounding signals and electrically driven lead heavers. A large searchlight is placed high on the foremast and controlled from the bridge. Loud speaking telephones keep all parts of the ship in instant communication with the bridge. Her lifeboat equipment includes 83 boats, accommodating about 5,600 persons. Two of these are motor boats and carry special wireless apparatus. All are handled by Welin quadrant davits.

The Navigating Bridge on the SS Vaterland

The Navigating Bridge on the SS Vaterland

The wireless telegraph equipment of the Vaterland is the most powerful ever installed on shipboard, and comprises three separate sending instruments. The special long distance service equipment will keep the vessel continuously in touch with land throughout the Atlantic crossing.

Sailor on the Vaterland at the Wheel showing the Gyro Compass

Sailor on the Vaterland at the Wheel showing the Gyro Compass

An entirely new arrangement of the public cabins has been made possible by the unusual position of her funnels. These pass through the decks at a point outboard near the side, instead of through the center of the ship. By removing the obstruction of centerline funnels, it has been possible to have one great cabin open directly into another, thus giving the ship a remarkable effect of spaciousness.

This vista extends from the Ritz-Carlton Restaurant through the Winter or Palm Garden and the grand hallways, to the main lounge or hall-room. The grand staircase, which is one of the most attractive features of the Vaterland, extends through six decks. The several staircases are supplemented by three passenger elevators in the first, and one in the second cabin, each one running through six decks. In addition, there is an elevator in the engine room, running from "A" deck to "J" deck.

The passenger accommodation of this ship with the Grand Salon, the main dining room seating So.), the Kitz-Carlton Restaurant, Winter Garden, the 60-ft. wide grand staircase, gymnasium, passenger elevators, and the marble and tile swimming pool modelled after a Roman bath, resemble more the interior of a sumptuous hotel than a sea-going ship. The staterooms with their marble washbasins, and beds instead of berths, carry out this idea.

The second-class cabins, gymnasium, etc., are equal to the first class accommodation of some older ships, and even the third class passengers are provided with a piano, modern bathrooms, etc.

The navigating equipment is very complete and interesting. She is provided with Anschutz gyroscopic compasses, somewhat similar to those on the Imperator, but on an improved model. The photograph showing the bridge gives some idea of the apparatus there with engine room telegraphs, searchlight control, tire alarm indicator, etc.

Fireman with Smoke Helment, Oxygen Tank and Attendant with Telephone

Fireman with Smoke Helment, Oxygen Tank and Attendant with Telephone

The electric plant would care for the needs of a small city, as it consists of five direct-connected turbine-driven dynamos of 1.300 kilowatts each, besides a smaller one located far below the water line.

Her firefighting outfit is very fine, a thermostatic indicator on the bridge giving instant notice of the rise of temperature anywhere on the ship. Resides this there are tubes leading from each compartment and assembled at various central points on the upper deck through which any smoke will rise, thus indicating the presence of fire. She carries trained firemen, recruited from the Hamburg Fire Department, who are provided with smoke helmets, oxygen tanks, and portable telephones as shown in the accompanying cut.

The log instead of being towed astern is located inside the skin of the vessel, and its indications are read upon the bridge.

Considerable trouble was experienced in docking this ship on her arrival in this port, as she was drawing over 38 feet and must have been uncomfortably near the bottom once or twice. On leaving, she backed all the way across the river, and thrust her stern into a slip on the New York side. The quick water from her propeller sank a coal barge and parted the lines of one of the Southern Pacific ships moored there.

“The World’s Largest Ship,” in The Master, Mate and Pilot, Volume 7, No. 1, June 1914, P. 20-21

Steamship Vaterland of the Hamburg America Line

THE HAMBURG-AMERICAN LINER VATERLAND
For the Present This New Hamburg America Liner is the Largest Vessel in the World.

THE steamship Vaterland of the Hamburg America Line which arrived in New York May 21 is the largest steamer in the world. While closely resembling her famous sister ship the Imperator in construction and equipment the Vaterland is of greater dimensions and presents many original features.

The Vaterland measures 950 ft. in length, 100 ft. in beam and has a tonnage of 58,000. In her trial trip the Vaterland developed a speed of 26.3 knots per hour.

The construction of the SS Vaterland was commenced in September 1911 in the yards of Blohm & Voss at Hamburg, and the vessel was launched April 3, 1913. She was christened Vaterland by Crown Prince Rupprecht of Batavia before a notable gathering.

The Vaterland is built of the best Siemens Martin steel and conforms in every detail of her construction and equipment to the latest rulings of the German, English and American laws governing ship building. She is constructed with a double bottom and a double skin extending well above the waterline.

Her hull is divided by steel bulkheads, both longitudinal and transverse, of exceptional strength. The hull contains five steel decks, which with four superimposed, gives her nine decks above the water line. The Vaterland is equipped with Frahm anti-rolling tanks, which with her natural stability render her one of the steadiest boats afloat.

An entirely new arrangement of the public cabins has been made possible by the unusual position of the funnels of the Vaterland. The funnels pass through the decks at a point near the side instead of through the center of the ship.

By removing this obstruction, it has been possible to have one great cabin open directly into another, thus giving the ship a remarkable effect of artistic spaciousness. This vista extends from the Ritz Carlton restaurant through the winter or palm garden and the grand hall ways, to the main lounge or ball room.

The grand staircase, which is one of the most attractive features of the Vaterland, extends through six decks. The several staircases are supplemented by three passenger elevators in the first, and one in the second cabin, running through six decks.

The Crew of the Vaterland

The Vaterland is manned by a crew of 1,234 men. She is commanded by a commodore, four captains and seven officers. There is a chief engineer, three first engineers and thirty-five assistants and electricians. The boilers are operated by 12 chief firemen, 15 oilers, 187 stokers and 189 trimmers.

The Vaterland has eight kitchens which are presided over by three chefs, fifty-two cooks, five pastry bakers, 36 waiters and 350 stewards. The crew also includes three physicians and three physician assistants, one female nurse, three telegraphers and three telephone operators, one stenographer and typewriter. a master of the bath. a book seller. cabinet maker, masseurs and a gardener.  The Vaterland has a social director as on the Imperator.

Electicial and Ventilation Systems

The Vaterland is illuminated by about 15,000 electric lights. In no other ship probably is electricity so generally employed. The elevators, both passenger and freight. the hoists, derricks, operating machinery, the kitchens, are all operated electrically. The cabins and state rooms of the first cabin are heated by electricity.

An abundance of fresh air is forced to every part of the ship by electric ventilating system. The Vaterland carries no ventilating funnels, common to most ships, thus economizing valuable deck space.

A complete system of telephones, call bells and electric indicating devices assures perfect service in every cabin and stateroom of the Vaterland. At every bell call for instance, a tiny white or red light gleams in the corridor and is not extinguished until the serving steward or stewardess presses the discontinuing button at the door of the cabin from which the call has come.

Store Supplies for a Transatlantic Voyage

The supply of linen, to mention a single detail of the supply service comprises of 160,010 pieces representing a weight of 85,000 lbs. On a single trip the laundry list contains 10,000 pillow cases, 5,000 bed sheets, as many counter panes, 30,000 towels and 45,000 napkins.

ENTRANCE TO GRANID SALON, HAMBURG-AMERICAN LINER VATERLAND

Passenger Accommodations

The Vaterland carries only a few more passengers than ships of half her size. Her public cabins are the largest ever constructed. The main lounge of the Vaterland, the largest and most sumptuous of these cabins, is provided with a concert stage and a dancing floor.

The smoking room, located forward, directly beneath the bridge, is open on three sides thus affording an uninterrupted view of the sea and assuring perfect light and ventilation. The main dining room seats upwards of 800 guests.

The Ritz Carlton restaurant of the Vaterland is oval in form exactly reproducing the restaurant under the same management in New York. A special feature has been made of the palm garden which is decorated with a wealth of tropical foliage. The ladies' writing rooms, library and lounges are especially large and attractive.

A new attraction is lent to ocean travel by the luxurious baths, enjoyed in such variety on the Vaterland, which rival those of a great spa or bathing resort. The sumptuous Roman bath which has proven so popular on the Imperator, has its counterpart on the Vaterland.

The pool of the bath measures 20 x 40 ft. and has a depth of 10 ft. The bath is carried out with massive columns, Pompeiian frescoes, and. is furnished with marble benches.

The water is constantly renewed, and special provision has been made to keep the water of a uniform temperature. Grouped about the pool are a variety of therapeutic baths. In this group will be found the ship’s barber shop, manicurists. masseurs, hair dressers, etc.

Engines and Propellers

The S. S. Vaterland is propelled by four great screws driven by turbine engines. Each of these propellers measures 19 ft. 7 in. in diameter and weighs 15 tons. When going at full speed the propellers make more than 150 revolutions per minute.

The engine plant driving these propellers consists of four main turbines hitched in series. For driving the great steamer astern two special high pressure and two low pressure turbines are provided. All the turbine engines may be used singly.

The Vaterland has four firing rooms, with 46 water-tube boilers. As a _special precautionary measure the forward engine room is divided into three water-tight compartments, and the aft room into two compartments.

Every conceivable precaution has been taken in the construction and equipment of the Vaterland to assure safety. She carries submarine sounding signals and electrically-driven lead beavers. A searchlight of great candle power is placed high on the fore mast.

Passenger Safety

Loud speaking telephones keep all parts of the ship in instant communication with the bridge. The Vaterland carries life belts for every passenger and member of the crew. with many life buoys and illuminated night buoys.

Her life boat equipment includes 83 life boats accommodating about 5,300 persons. Two of these are motor boats carrying special wireless apparatus. Welin davits are used to lower them.

The wireless telegraph equipment of the Vaterland is the most powerful ever installed on shipboard. It comprises three separate sending instruments and includes six antennae. The special long-distance service equipment will keep the vessel continuously in touch with land throughout the Atlantic crossing.

A second system will operate over 400 miles a day and 1,200 miles at night, while a third emergency outfit operated by storage batteries is kept in reserve. The wireless station is in charge of three operators. one of whom is constantly on duty.

Viewa of the Dining Room of the Vaterland

Vaterland's Funnels

HAMBURG-AMERICAN LINER VATERLANID’S UNIQUE SMOKE STACKS

The quadruple-screw turbine steamer Vaterland, of the Hamburg-Amerika Line, holding the record of being the world's largest liner (58,000 tons). is commended by Captain Ruser, the commodore captain of the Hamburg Amerika, who formerly held the command of the Imperator.

The latter vessel has been in charge of Captain Kier. late of the company’s liner Amerika, since March. The Vaterland, it will be readily understood, has many unique features in her construction and equipment.

Perhaps one of the most striking of these is that she is the first steamship ever built with smoke-stacks not running through the center of her decks.

About the level of the lowest passenger deck her funnels are divided into two smoke-tubes, which run up either side of the ship, and rejoin on the upper boat deck to pass into the funnel.

The space occupied by ordinary funnels passing through the middle of the decks is thus left clear, and the passengers will occupy the full deck without obstruction. This will give a long central corridor on each of the passenger decks.

"Steamship Vaterland" and "Vaterland's Funnels" in The Marine Review, Vol. 46, No. 6, June 1914, P 220-222, 224

Docking the Vaterland

The Hamburg-American liner Vaterland, which caused a commotion on her arrival at New York, furnished more excitement when she left on her first return voyage to her home port.

Not only did she back out of her pier in Hoboken with sufficient impetus to carry her to the New York shore, three-quarters of a mile away, but she sank a coal barge and nearly wrecked two Morgan Line steamships.

The stern of the Vaterland went into the slip between Piers 50 and SI, and for a moment it appeared that she would not stop short of the West street bulkhead. Tugs were unable to check her, and a crash was averted by energetic action of the ship's own propellers.
The coal barge Ulster, belonging to the Dexter & Carpenter Coal Co., which was lying in the slip, smashed against the pier and sank. Her captain was rescued with difficulty. The Pennsylvania lighter No. 424 and the Southern Pacific lighter Oakland were badly damaged, and the piers were splintered by the force of the vessels bumping against them.

The Southern Pacific Steamships El Valle and Topila, lying on each side of the slip. broke their moorings and crashed into the end of the slip, shattering the bulkhead and twisting the iron sheeting with which the building there is protected.

Handling these giant liners in port is a problem in itself, the element of suction caused by propeller action being very pronounced.

The Marine Review, Vol. 44, No. 7, July 1914, P. 269
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