Friesland

 Friesland was built for the Red Star Line by J. & G. Thompson of
 Glasgow. Launched in August 1889, she was the only clipper-bowed ship
 ever built for Red Star, but she was also the first Red Star Ship to
 be powered by triple expansion engines. She made her maiden voyage
 from Red Star's European base, Antwerp, to New York on 7 December
 1889.

 She remained on that service until January 1903, when she was
 transferred to the American Line, which like Red Star was part of the
 International Mercantile Marine Co. combine. She took her first
 American Line sailing, Liverpool to Philadelphia, on 25 March 1903.

 Friesland made her last American Line sailing in May 1911. She was
 then sold to Italian interests and renamed La Plata, but was scrapped
 only a year later.

 Sources: Finch's The Red Star Line; Bonsor's North Atlantic Seaway;
 Haws' Merchant Fleets in Profile.

 UMBRIA 1884

 The UMBRIA was a 7,718 gross ton ship, built for Cunard SS Co in 1884
 by John Elder & Co, Glasgow. Her details were - length 501.6ft x beam
 57.2ft, two funnels, three masts (rigged for sail), single screw and a
 speed of 19 knots. There was accommodation for 550-1st and 800-3rd
 class passengers. Launched on 26th Jun.1884 and sailed on her maiden
 voyage between Liverpool, Queenstown (Cobh) and New York on 1st
 Nov.1884. In 1887 or earlier she had accommodation for
 160-intermediate passengers added, and in May 1887 made a record
 passage of 6 days, 4 hours, 12 mins between Queenstown and Sandy
 Hook. In 1890 she was rebuilt to 8,128 gross tons and on 31st Dec.1892
 arrived at New York with a broken shaft. She sailed New York -
 Liverpool without passengers for permanent repairs and resumed
 Liverpool - New York sailings on 1st Apr.1893. In Jan.1900 she made
 two voyages as a Boer War transport and recommenced Liverpool -
 Queenstown - New York voyages on 21st Jul. 1900. Her last sailing on
 this service started 12th Feb.1910 and she was scrapped the same
 year. (North Atlantic Seaway by N.R.P.Bonsor, vol.1,p.153-4)

detail

 ARIZONA / HANCOCK 1879

 The ARIZONA was a 5,147 gross ton ship, length 450.2ft x beam 45.4ft,
 two funnels, four masts (rigged for sail), iron construction, single
 screw and a speed of 15 knots. There was accommodation for 140-1st,
 70-intermediate, 140-3rd and 1,000-steerage class passengers. Built by
 John Elder & Co, Glasgow, she was launched for the Guion Line of
 Liverpool on 10th Mar.1879. Her maiden voyage started on 31st May 1879
 when she left Liverpool for Queenstown (Cobh) and New York. In July
 1879 she made a record eastbound passage between Sandy Hook and
 Queenstown of 7days 8hrs 11mins at an average speed of 15.96 knots. On
 7th Nov.1879 she was in collision with an iceberg and proceeded to
 St.John's NF for temporary repairs, and started her last Liverpool -
 Queenstown - New York voyage on 12th May 1894. Laid up in Gareloch
 until 1898 when she was rebuilt to 5,305 gross tons, one funnel, yards
 and rigging removed, fitted with triple-expansion engines and
 accommodation for 40-1st and 1,000-3rd class passengers. Placed on the
 San Francisco - Japan - China service until 1898 when she went to the
 US Government and was renamed HANCOCK. Between 1903-1914 she was used
 as a receiving ship at Brooklyn Navy Yard. From 1917-1918 made North
 Atlantic voyages as a troopship and was then laid up at Philadelphia
 Navy Yard. She was scrapped in 1926. (North Atlantic Seaway by
 N.R.P.Bonsor, vol.2,p.710)

 NEVADA

 Single-crew steamship: 3125 tons: 345' x 43' x 28'
 Built: 1868 by Palmer's Shipbuilding & Iron Co. at Newcastle, England.

 During the years between 1840 and 1890 three steamships transported
 almost one-third of the Latter-Day Saint emigrants across the ocean to
 America. Of these three vessels -- the Wyoming, Nevada, and Wisconsin
 -- the British steamer Nevada of the Guion Line had the second largest
 total of 9600 Saints on thirty-five voyages. The first Mormon company
 aboard the Nevada sailed on 14 September 1870 and the last on 16
 November 1889. The size of these companies ranged from 5 to 933
 persons.

 During these voyages some babies were born, one of which was named
 William Nevada Webster and another Nevada Atlantic Larsen. There were
 relatively few deaths, mostly children. However, Joseph E. Hyde, a
 returning elder died, and his body was packed with ice and sent to
 Utah.

 The steamer ran between Liverpool, her home port, and New York. Among
 the thousands of emigrants who came to America in this vessel were
 James E. Talmage, later an apostle, and Niels C. Sonne, forbearer of
 two general authorities. This Guion liner averaged 11.5 days on her
 thirty-five passages. Shipmasters during these voyages were Captains
 William Charles Green, William Forsyth, James Price, Thomas
 W. Freeman, James A. Guard, Henry Gadd, Charles Leonard Rigby, Thomas
 Jones, A. Wellesley Bremmer, John Douglas, and John
 A. R. Cushing. Captain Bremmer skippered seven of the passages and
 Captain Forsyth six.

 This steamship was built with an iron hull, three decks, two masts
 brig-rigged, one funnel, and inverted engines. Her speed was 11 knots,
 and she was the first straight-stemmed vessel of the Guion Line. In
 1881 her tonnage was increased to 3617 and compound engines were
 installed. The Nevada was sold in 1893 to the Dominion Line and
 renamed the Hamilton. In 1896 the vessel was scrapped.

 (from "Ships, Saints, & Mariners -- A Maritime Encyclopedia of Mormon
 Migration 1830-1890" by Conway B. Sonne, University of Utah Press,
 Salt Lake City, 1987.)

 City of Berlin

 (later Berlin, Meade) Liner (1f/3m). L/B: 488.6 bp × 44.2 (148.9m ×
 13.5m). Tons: 5,491 grt. Hull: iron. Comp.: 1st 170, 2nd 100, 3rd
 1,500. Mach.: compound engine, 1 screw; 15 kts. Built: Caird & Co.,
 Greenock, Scotland; 1875.

 The Inman Steamship Company's City of Berlin was a remarkable ship in
 many respects. Most noticeably, she had the highest length-to-beam
 ratio (11 to 1) of any major North
 Atlantic steamship. (By comparison, her contemporary Scotia was about
 8:1, and France/Norway is about 9:1.) On her fifth voyage between
 Liverpool and New York, she twice captured the Blue Riband, crossing
 from Queenstown to Sandy Hook at 15.21 knots (7 days, 18 hours, 2
 minutes; September 17-25, 1875) and returning at 15.37 knots (7 days,
 15 hours, 28 minutes; October 2-10). In December 1879, she became the
 first transatlantic steamship fitted with electric lights for interior
 spaces. To begin, there were four in the main saloon and two in the
 steerage compartments. As the Liverpool Journal of Commerce reported,
 the latter "continuously shed a brilliancy hitherto unknown in the
 steerage part of any vessel." During a major refit by Laird Brothers
 in 1887, City of Berlin was given triple expansion engines and
 electric lighting was extended throughout the ship. Inman was
 dissolved in 1893, and City of Berlin was sold to the American Line
 and renamed Berlin, though she remained on the same route. Two years
 later, she passed to the Red Star Line and made seven voyages between
 Antwerp and New York. In 1898, she sailed a few times between
 Southampton, Queenstown, and New York, but later in the year she was
 purchased by the U.S. government and commissioned as the U.S. Army
 Transport Service ship Meade. She saw service in both the
 Spanish-American War and World War I. Damaged by fire at San Francisco
 in 1906, she was scrapped in 1921.

 Bonsor, North Atlantic Seaway.

 Trave

 The "Trave" was built by Fairfield & Co, Glasgow in 1886,
 commissioned by Nord-deutscher Lloyd. The Trave was a 4969 gross ton
 vessel, 438 feet in length and with a beam of 48.1 feet. It had two
 funnels, four masts, a single screw and a speed of 17 knots. There was
 accommodation for 150 first class, 90 second class and 1,000 third
 class passengers. The Trave was launched on the 18th of February 1886
 and made its maiden voyage, Bremerhaven-Southampton-New York, on June
 5, 1886.

 The Trave was involved in several accidents. On June 13th 1889 it
 collided with the Russian schooner "David," sinking it. Another
 unfortunate incident occurred on June 21, 1892 when the Trave collided
 in the Atlantic with the sailing ship "Fred B. Taylor," which sank
 with the loss of two lives. In July of 1896 the Trave was refurbished
 by AG Vulcan in Stettin. The number of masts were reduced to two,
 its funnels were lengthened, the cabin deck was extended aft, the
 number of cabin portholes amidships was increased from 22 to 27 and
 the engine and boilers were overhauled. In addition it was painted
 white. After being refitted the Trave continued on the Bremerhaven-New
 York circuit until 1901 when it was transferred to the Genoa - Naples
 - New York run. Its last voyage on this route began on April 23,
 1903. Between 1903-1906 it was laid up. On March 1, 1906 the Trave
 made a temporary reappearance between Bremen and New York. It made
 nine round-trip voyages on this run, the last one in November 1907. In
 1909 it was sold and scrapped.

 Henri IV (1826)


 The U.S. ship HENRI IV was built at New York by Christian Bergh & Co
 in 1826. 427 tons; 116 ft x 28 ft 8 in x 14 ft 4 in (length x beam x
 depth of hold). She sailed for the Old Line of sailing packets between
 New York and Le Havre from 1826 to 1837.

 Master:
      1826-1828 - William Skiddy
      1828-1832 - John B. Pell
      1832      - John Rockett

 During her packet service, her westbound passages (from Le Havre to
 New York) averaged 36 days, her shortest passage being 20 days (a time
 not surpassed on the Le Havre-New York route until the ISAAC BELL,
 which sailed for the same line from 1851 to 1854), her longest passage
 55 days. Her most exciting passage, however, was not on the
 trans-Atlantic route, but a coastal voyage. On 15 June 1829, the HENRI
 IV, Pell, master, arrived at New York, eight days out of
 Charleston. During the eight-day voyage Pell and his crew had rescued,
 under conditions of extreme danger, the crews and passengers (in all,
 over 50 individuals) of three sinking coastal packets: the schooner
 CORAL, Jocelyn, master, with 21 members of the Charleston theatrical
 company; the schooner GRAMPUS, Egen, master, from Charleston for
 Philadelphia; and the schooner CATHERINE, Waring, master, from New
 Orleans for New York.

 In 1837, because of her small size and outdated accommodations, the
 HENRI IV was released from the line and became a transient. She was
 wrecked on the bar at the entrance to New York harbor on 25 December
 1839, arriving from Mazatlan.

     Sources: Robert Greenhalgh Albion, Square-riggers on Schedule; The
 New York Sailing Packets to England, France, and the Cotton Ports
 (Princeton: Princeton University Press, 1938), pp. 284-285; Carl
 C. Cutler, Queens of the Western Ocean; The Story of America's Mail
 and Passenger Sailing Lines (Annapolis: United States Naval Institute,
 c1961), pp. 212-213.

 As you can see from this old photo the Western World was a
 three-masted fully-rigged sailing ship 180 feet long and gross weight
 of nearly 1400 tons. She was built in Portsmouth, New Hampshire.
 She ran aground and sank off the beach of Spring Lake, NJ on October 22nd 1853.
 The ship carried a cargo of
 china, brass hardware and dry goods of the pre-civil war era.

 The ship's main task was in transporting passengers to and from
 Europe.  She was in fact built for this passage as well as carrying
 cargo, which was generally packed in that era in wooden barrels.
 Every manner of dry goods and food stuffs were packed into these
 barrels.  Of greater note, was the fact that the 600 passengers she
 carried were all gotten off safely and provided transport to New York.

 Adriatic (I)
 1872 - 1899

 In 1871, the Oceanic Steam Navigation Company or - the White Star Line
 - had started business with their first steamer on the oceans. She was
 the Oceanic, and soon she was known as the best liner on the North
 Atlantic. Along with the Oceanic, three sisters to her were also
 ordered. The first of them - the Atlantic - emerged three months after
 the Oceanic and was followed by the Baltic and Republic. Just as the
 Oceanic, these ships became successes on the North Atlantic. In order
 to maintain a fleet that stood up to the requirements by the
 passengers, another two vessels with a slightly higher gross tonnage
 were ordered. Already on June 8, 1871, the first of these two sisters
 was launched. Her intended name was Arctic, but as the American
 Collins Line had a paddle steamer with that name that sunk in 1854,
 White Star reconsidered the name and came up with the perhaps better
 Celtic. The second sister was also launched in 1871, on October
 17. She was called Adriatic, named after the sea in between Italy and
 former Yugoslavia. During the Adriatic's fitting out in late 1871 and
 early 1872, a novelty was tested upon before the maiden
 voyage. Earlier, ships had had oil lamps, but on the Adriatic gas
 lamps were now installed. A machine in the engine room produced the
 gas from coal. The Adriatic was the first ship with such a thing. The
 famous Great Eastern had used gas, but she did not have a machine to
 manufacture the gas on board, and had to be filled up when at
 port. However, when the Adriatic was exposed to bad weather the gas
 started to leak. This was considered too big a problem, so the idea of
 gas was abandoned before the maiden voyage, when the Adriatic had
 conventional oil lamps and candle lights. On April 11, 1872, the
 Adriatic went out on her maiden voyage between Liverpool and New
 York. She was under the command of Captain Digby Murray, the same man
 that had been the master on board the Oceanic on her maiden voyage the
 previous year. The Adriatic was a fine sight, of the conventional
 style, rather similar to the Oceanic-class. She sported a long black
 hull, a single funnel and four masts of which three were rigged. The
 masts stretched some 150 feet up in the air, so the Adriatic sure made
 quite an impression. There were many reasons to celebrate the
 Adriatic's maiden voyage, but the most prestigious thing happened a
 month later when she reached New York and had taken the Blue Riband
 from the Cunard Line's paddle steamer Scotia, who had held the prize
 in her grasp since 1866 when she received it. The Adriatic had managed
 to maintain a good 14.52 knots as service speed during the Atlantic
 crossing. After all the glory and celebration had calmed itself down,
 what was left for the Adriatic was a distinguished career in the White
 Star Line. As she was the largest ship in their fleet, she received
 the rank of flagship. She held that title until June 1874, when the
 brand new 5,000-ton Britannic entered service. In October the same
 year, the Adriatic suffered her first noteworthy accident. When
 leaving New York she steamed parallel with the Cunarder
 Parthia. Suddenly, the two ships were sucked towards each other due to
 the forces of nature. Fortunately, the damages to the two ships were
 not too extensive - only some paint was scratched off from the side
 hull-plates. But if the lifeboats had been swinged out - as customary
 on a crossing in those days - the consequences could have been much
 worse. In May the following year two other more severe accidents
 including the Adriatic occurred. In March she accidentally rammed and
 sank the American steamer Columbus in New York waters. Seven moths
 later, in December, the Adriatic ran down and sank the sailing vessel
 Harvest Queen in St. George's Channel. The collision happened so
 quickly and as there were no survivors from the sailing ship, no one
 knew what vessel they had sunk. Records later showed that the Harvest
 Queen was missing and that was how the identification was made. The
 Adriatic continued the next three years without major flaws until July
 19, 1878, when she cut into the brigantine G. A. Pike just off Tuscar
 Rock in South Wales. Five men of the latter vessel lost their
 lives. Later, the Adriatic was blamed for having had travelled at a
 speed too high for the circumstances. The Adriatic continued on her
 successful North Atlantic service in the same appearance as she had
 sported at the time of her maiden voyage. However, in 1884, she went
 through a minor refit that included the adding of accommodation for 50
 second class passengers. Earlier, there had only been two classes -
 first and steerage. Another spotless fourteen years went on until the
 Adriatic was considered too old for a passenger service on the North
 Atlantic. She was laid up as a reserve ship at Birkenhead. Two years
 later - 1899, the same year the White Star Line's first real
 'superliner', the second Oceanic entered service - the Adriatic was
 sold for scrap. On February 12, she arrived at the scrapyards of
 Thomas W. Ward in Preston. Of the original six main White Star liners
 only the Republic remained. She would be scrapped in 1910 as the
 Italian ship Citta di Napoli.

 Germanic / Ottawa / Gul Djemal / Gulcemal 1874

 The GERMANIC was a 5,008 gross ton ship, built for the White Star Line
 in 1874 by Harland & Wolff, Belfast (engines by Maudslay, Sons &
 Field, London). Her details were length 455ft x beam 45.2ft, two
 funnels, four masts (rigged for sails), iron construction, single
 screw and a speed of 15 knots. There was passenger accommodation for
 220-1st and 1,500-3rd class. Launched on 15th Jul 1874, she sailed
 from Liverpool on 20th May 1875 on her maiden voyage to Queenstown
 (Cobh) and New York. In July 1875 and Apr 1877 she made record
 passages between Queenstown and New York and in Feb.1876 between New
 York and Queenstown. She was rebuilt to 5,066 tons in 1895, had an
 extra deck added, triple expansion engines fitted by Harland & Wolff
 and her funnels lengthened. On 13th Feb 1899 she capsized at her berth
 in New York due to the weight of snow and ice which had accumulated on
 her upperworks during a particularly severe voyage. She was salvaged
 and resumed Liverpool - Queenstown - New York sailings on 7th
 Jun 1899. Her last voyage on this service started 23rd Sep 1903 and
 she was chartered to the American Line and commenced Southampton -
 Cherbourg - New York sailings on 23rd Apr 1904. Her sixth and last
 voyage on this service started 2nd Oct 1904 and in 1905 she was sold
 to the Dominion Line and renamed OTTAWA. Refitted to carry 250-2nd and
 1,500-3rd class passengers she commenced Liverpool - Quebec - Montreal
 voyages on 27th Apr 1905. Her last voyage on this route started on 2nd
 Sep 1909 and on 15th Mar 1911 she sailed from Liverpool for
 Constantinople. Renamed GUL DJEMAL for Turkish owners, she was
 torpedoed and sunk by the British submarine E.14 in the Sea of Marmora
 on 3rd May 1915. She was later salvaged and commenced her first
 Constantinople - New York voyage on 6th Oct 1920. Her fourth and last
 voyage on this service commenced 21st Oct 1921, and in 1928 her name
 was amended to GULCEMAL. She was finally scrapped in 1950 at
 Messina. (North Atlantic Seaway by N.R.P.Bonsor, vol.2,p.757-8)

 From another source:

 GERMANIC was built in 1874 by Harland & Wolff at Belfast with a
 tonnage of 5008grt, a length of 455ft, a beam of 45ft 2in and a
 service speed of 16 knots. Sister of the Britannic she was launched on
 15th July 1874, the drop propeller shaft having been removed during
 construction. After spending 3 months at Belfast before she was
 finished and painted due to the fact that White Star did not require
 her until the start of the Summer season when she replaced the
 Oceanic, her maiden voyage to New York commenced on 30th May 1875. In
 the following July she broke the eastbound record when she completed
 the crossing in 7 days 11 hrs 17 mins at an average speed of 15.76
 knots. By February 1876, when the New York - Queenstown record was
 broken again, both ships were recognised as the best liners on the
 North Atlantic. In January her propeller shaft snapped and she was
 forced to resort to sail to complete her voyage to Waterford. Being
 before the days of wireless her problem was reported by Donald
 Currie's Westmoreland whose offer of a salvage tow was refused. Triple
 expansion engines and new high pressure boilers were fitted in 1895
 and on 15th May she was the first ship to embark passengers at
 Liverpool's new floating landing stage. On 13th February 1899, whilst
 coaling at New York in a blizzard, her port side coaling doors were
 open and she half capsized due to snow and ice on the upper decks
 causing her to heel over and came to rest almost upright and leaning
 against the dock wall. Had her sodden passenger accommodation been
 damage she would have been scrapped but in the event she was refloated
 on 23rd February and sent to Belfast where she remained out of service
 for four months. On 23rd September 1903 she made her final voyage for
 the White Star Line before being laid up for the winter. In 1904 she
 was transferred to the International Mercantile Marine Company and
 became American Line's Germanic. On 24th April she commenced the first
 of six voyages from Southampton to New York before being transferred
 again to the Dominion Line for carrying emigrants. She was renamed
 Ottawa on 5th January 1905 and deployed on the Liverpool - Halifax
 service during the winter months and from 27th April between Quebec
 and Montreal for the summer. At the end of the summer season in
 October 1909 she was laid up and in the following year was sold to the
 Turkish Government for use as a transport. On 15th March 1911 she
 sailed from Liverpool as the Gul Djemal operated by the Administration
 de Nav. a Vapeur Ottomane of Istanbul and commenced carrying troops to
 the fighting in the Yemen. She was transferred to the Black Sea in
 1912 and, although too big for that area, was a prestigious
 deployment. In April 1915 she was used to carry troops to the
 Gallipoli Peninsular following the Anglo-French landings and on 3rd
 May was torpedoed whilst at anchor in shallow water in the Sea of
 Marmara, by the submarine E-14. She settled with her superstructure
 above water and the majority of the 4000 men said to be aboard were
 lost. When she was raised the submarine shared a bounty of £31,000
 based on £5 per Turk plus assessed value. In November 1918 she was
 used to repatriate German troops from Turkey and arrived at the Allied
 control point off Dover totally unannounced with 1500 armed troops on
 board which caused much confusion. She was, however, disarmed and sent
 to Germany. In 1920 she was transferred to the Ottoman - America Line
 for deployment on an emigrant service from Istanbul to New York and on
 10th October 1921 commenced her first voyage. She later operated along
 Turkey's Black Sea coast to Trabzon. By 1928 and still government
 owned she was being operated by Turkiye Seyrisefain Idaresi as the
 Gulcemal. In 1931 she grounded in the Sea of Marmara and by 1949 she
 was being used as a store ship at Istanbul. She briefly became a
 floating hotel in 1950 before being towed to Messina on 29th October
 where she was broken up after 40 years service with the Turkish
 Government.

 TEUTONIC 1889

 was a 9,984 gross ton ship, built in 1889 by Harland & Wolff, Belfast
 for the White Star Line. Her details were - length 565.8ft x beam
 57.8ft, two funnels, three masts, twin screw and a speed of 19
 knots. There was passenger accommodation for 300-1st, 190-2nd and
 1,000-3rd class. Launched on 19th Jan.1889, she sailed from Liverpool
 for Spithead on 1st Aug. to take part in the Naval Review, and was the
 first Armed Merchant Cruiser. On 7th Aug.1889 she commenced her maiden
 voyage from Liverpool to Queenstown (Cobh) and New York. In Aug.1891
 she made a record passage of 5 days 16 hrs 31mins between Queenstown
 and Sandy Hook, and commenced her last Liverpool - Queenstown - New
 York voyage on 15th May 1907. On 12th Jun.1907 she started Southampton
 - Cherbourg - New York sailings and commenced her last voyage on this
 service on 19th Apr.1911. Transferred to the Liverpool - Quebec -
 Montreal service on 13th May 1911 with accommodation for 550-2nd and
 1,000-3rd class passengers. On 20th Sep.1914 she was requisitioned as
 an Armed Merchant Cruiser and served with the 10th Cruiser
 Squadron. On 16th Aug.1915 she was purchased by the British Admiralty
 and became a troopship in 1918. Laid up at Cowes, Isle of Wight in
 1921 and was scrapped later the same year at Emden. (North Atlantic
 Seaway by N.R.P.Bonsor, vol.2,p.759)