(My field is the world). The eagle's wings were torn off in an Atlantic storm during the 1914 season, after which the figurehead was removed and replaced with gold scroll-work similar to that on the stern. During his initial sea trials, the ship ran aground on the Elbe river due to insufficient dredging and flash fire in the engine room which resulted in eight crewmen being taken to hospital. During his official trials, he suffered overheating of the turbines and some stability issues were discovered. The trials were therefore abandoned and the builders were called in to carry out emergency work. Coincidentally, 1913 was the silver jubilee year for the Kaiser, so he was going to be treated to an overnight cruise on the North Sea before the ship would make its maiden voyage. The overnight cruise was canceled; it was eventually carried out in July of that year. Imperator left on his maiden voyage on Wednesday, 11 June 1913, with Commodore Hans Ruser in command and Hamburg-Amerika appointing four other captains for the journey to make sure that everything went smoothly. On the way, he stopped at Southampton and Cherbourg before proceeding across the Atlantic to New York, arriving on 19 June 1913. On board were 4,986 people, consisting of 859 first-class passengers, 647 second-class passengers, 648 third-class passengers, 1,495 in steerage, and 1,332 crew. The ship returned to Europe from Hoboken, New Jersey, on 25 June 1913. On his first arrival, the harbor pilot assigned to bring him into the Ambrose channel, Captain George Seeth, noted that the ship listed from side to side when the helm changed the ship's direction. He was soon nicknamed "Limperator". In October 1913, Imperator returned to the Vulkan shipyard to facilitate drastic work to improve handling and stability, as it had been discovered that his center of gravity was too high (see metacentric height). To correct the problem, the marble bathroom suites in first class were removed and heavy furniture was replaced with lightweight wicker cane. The ship's funnels were reduced in height by . Finally, 2,000 tons of cement was poured into the ship's double bottom as ballast. This work cost £200,000, which had to be borne by the shipyard as part of their five-year warranty to the shipowners. At the same time, an advanced fire sprinkler system was fitted throughout the ship, as several fires had occurred on board since