The following text may have been generated by Optical Character Recognition, with varying degrees of accuracy. Reader beware!

168 The Jacob Luckenbach was built for Belgian account at Sunderland, England, in 1881, being first known as the Hermann. Some years later she was sold to Norwegians and re- named the Hero. A dozen years ago she went ashore on the middle At- lantic coast, and was floated, put un- der the American flag and given yet another name, that of Success. But she was not destined to hold it long, for the Luckenbach interests acquired Her, 'The Jacob is. one of the few cargo steamers still in existence hav- ing the old-fashioned clipper stem, bowsprit and figurehead. She may owe her very existence to this pecul- iarity of build, for last April the long overhanging bow' bore the brunt of a disastrous collision in Chesapeake bay with the gen. The Jacob is an iron vessel of 2,/93 tons register. The steel steamer San Mateo, 2,- 906 tons, fleet and began life at South Shields, England, in 1888 as the British steam- er Charters Tower. She was sold to Honolulu merchants, and for a time 'flew the flag of that tiny nation. Up- on the annexation of Hawaii by the United States in 1900 she came under American colors. Sunk in Chesapeake bay on Jan. 3, 1913, with the loss of her captain, his wife and 13 of the crew, the Julia Luckenbach, a steel steamship of 3,- 100 tons, ended a decidedly varied ca- reer. She was built at Rotterdam, Holland, in 1882, and was originally the Dutch steamer Zaandam. During the second stage of her existence she was the Austrian steamer Styria, ply- ing between Gulf ports and Fiume Baa Jticete. ter. entry into the American merchant marine came after . She had gotten into trouble on our shores, and her passing was the re- sult of a collision with the British steamer Indrakuala. ._The Lyra and Lewis Luckenbach, two of the biggest of the fleet, are American-built, as are with a few ex- ceptions, a horde of sea-going tugs and barges, the latter mostly disman-' tled clipper ships. Some of these are notables. The iron barge West Point, patri- arch of the fleet, was formerly the British bark The Bruce, built at Glas- gow in 1866. The Clintonia was first a British tramp steamer of the same name, built at Newcastle in 1881. The Old Dominion was an iron side-wheel steamer of the Metropoli- tan Line between New York and Boston, and the last of her obsolete type to ply around Cape Cod. The Washington, second of the name in same the fleet, was originally the "clipper ship Manuel Llaguno. German steamer Sigmarin- -- is a late addition to the THE MARINE REVIEW | The Carrie Clark was also a full-rigged clipper, launched under that name in Waldoboro, Me. in 1874, but was sold foreign and for the best part of her life sailed as the German bark Anna. The A. G. Ropes was a fine full-rigger built at Bath in 1884. Sev- eral years ago she was dismasted by a typhoon in the far east, and the cost of renewing her expensive top hamper was too much for a wind-jam- mer to weather in these piping times of steams: Mr. her, sailed her 15,000 miles to New York under a jury rig, and added an- other worthy subject to his collec- tion. Derrick for Lowering Boats Probably no recent innovation on modern liners has received so much favorable comment from travelers and ship experts alike, as the latest form of boat-lowering gear just adopted by the White Star. Line, which is to be installed for the first time on the new leviathan Britannic, now approach- ing completion. As will be seen from the accompanying illustrations, the usual form of davits has been dis- carded, and staunch and powerful der- rick-like arms adopted instead. There are several splendid advantages in this new boat-handling arrangement. Here- DERRICK COMMANDING LIFE BOATS tofore a collision has almost always made it impossible to launch any of the boats situated on the damaged side, but with the Britannic's splendid gear, it will be possible to launch every boat the steamer carries, as the six sets of derricks are capable of reaching far enough across the vessel to handle each of the motor and lifeboats car- ried. It is evident that this would Luckenbach bought™ May, 1914 practically double the number of boats made available in the event of danger, The derricks being electrically driven by special dynamos situated on the boat deck itself are absolutely inde- pendent of any other machinery on the ship and this method also assures DERRICK LOWERING LIFE BOATS the lowering of the boats in very much less time than was previously possible, strong points in favor of the new system. Still.another advan- tage of the derrick gear is that passen- gers can take their places in the boats with the utmost safety before the boats are lifted from the vessel's deck and as the derricks are. so con- structed that fully-laden boats can be lowered far out from the ship's side, the risk of smashing them in pad weather is minimized. Launch of the Caroline The large steel steam yacht Caroline was launched April 7, at City Island, N. Y., by Robert Jacob. The yaeut is being built from. the designs of William Gardner & Co., No. 1 Broad- way, New York, and under their su- pervision for Edward Ford, of Toledo, O. She will register about 400 tons, and is 188 ft. over all, with a beam of 24 ft. and 10 ft. 3-in. draught #ae hull is built of high tensile steel, with two longitudinal and five athwartship, bulkheads. Bilge keels are fitted. The machinery consists of two water tube boilers and one triple-expansion en- gine of 800 horsepower, giving a nor- mal speed of 12 knots, or 14 knots - when forced draft is used. The coal bunkers are of large capacity, giving the yacht.a cruising radius of ovef 2,500 miles. The yacht will cost about $175,000 complete. -