Mikhail Somov
Whilst attempting to reach Edgeworth David base in the Bunger Hills early in January 1987 Nella Dan encountered heavy pack ice and became beset on 8 January. On 13 January she received an InmarSat telephone call from Mikhail Somov, an ice-strengthened Soviet Antarctic resupply vessel which happened to be nearby and also en route to Bunger Hills. Still beset and with no immediate hope of release from the now rafting pack ice, Nella Dan accepted an offer of assistance from Mikhail Somov.
2012
The research and expedition vessel Mikhail Somov has returned to Arkhangelsk after its last Arctic voyage of the current navigation season, said the press service of the Northern Inter-Regional Territorial Board for Hydrometeorology and Environmental Monitoring (Sevhydromet).
“The trip lasted just over a month. The vessel sailed from Arkhangelsk to Dikson and back. Vitally important consignments were delivered to 18 meteorological stations on the coast and islands of the White and Barents Seas and to some stations in the Kara Sea. About 700 tons of general cargo, including fuel, food, clothing, tools, instruments and construction materials, have been delivered to meteorologists,” the press service said.
http://www.arctic.ru/category/category/ria-novosti
Russia SG5693,5694,5695.



The TRIAKONTOROS was before the invention of the TRIREME one of the standard warships of the Greeks.
It was a 30 oared warship with a distance of about one metre between the rowers, she did have a length of over 30 metres. The beam was around the 4 metre.
Some were decked, some not. One mast which carried a square sail.
Mostly used as troop transport the rowers were the warriors.

Greece 2011 0.60 Euro sg?, scott?

Various web-sites

HMS HIGHFLYER was the lead ship of the Highflyer class cruiser which served with the Royal Navy.
Like her sisters she was a development of the earlier Eclipse class with an uprated 6 inch main armament, water tube boilers and slightly more powerful engines. She carried out trials for the new Belleville boilers. From November 1902 to March 1903 HMS HIGHFLYER was commanded by Captain Arthur H. Christian as the flagship of Rear-Admiral Sir Charles Drury, was at the head of the squadron of six ships which took part in the Somaliland Campaign in various coastal capacities. The ships assisted in landing troops and stores, in transport work, and in the prevention of delivery of munitions to the enemy. Three officers attached to HMS HIGHFLYER were landed, and assisted the progress of the campaign with a wireless telegraphy apparatus.
Wartime Service
In the year before the start of the war, she had been serving as the training ship for Special Entry Cadets, but in August 1914 she was allocated to the 9th Cruiser Squadron, under Admiral John de Robeck, on the Finisterre station. She left Plymouth on 4 August, in the company of the admiral on HMS Vindictive. They then captured the liner Tubantia, which was carrying German reservists and gold. HMS HIGHFLYER escorted her to Britain, before returning to her station.
She was then transferred to the Cape Verde station, to support Admiral Stoddart’s 5th Cruiser Squadron in the hunt for the German commerce raider Kaiser Wilhelm der Grosse. She had been sighted at Rio de Oro, a Spanish anchorage on the Saharan coast. At the Battle of Rio de Oro, on 26 August HMS HIGHFLYER found the German ship taking on coal from three colliers. HMS HIGHFLYER demanded that she surrender. The captain of the Kaiser Wilhelm der Grosse claimed the protection of neutral waters, but as he was breaking that neutrality himself by taking on coal and supplies for more than a week, his claim was denied. Fighting broke out at 3.10pm, and lasted until 4.45pm, when the crew of the Kaiser Wilhelm der Grosse abandoned ship and escaped to the shore. The Kaiser Wilhelm der Grosse was sunk, the HMS HIGHFLYER losing one man killed, and six injured in the engagement.
On 15 October HMS HIGHFLYER briefly became the flagship of the Cape Verde station, when Admiral Stoddard was ordered to Pernambuco. Later in the same month she was ordered to accompany the transport ships carrying the Cape garrison back to Britain. Towards the end of the month she was ordered to search the Atlantic coast of North Africa for the cruiser SMS Karlsruhe.
After the Battle of Coronel HMS HIGHFLYER came back under the control of Admiral de Robeck, as part of a squadron formed to guard West Africa against Admiral Maximilian von Spee. This squadron, consisting of HMS Warrior, HMS Black Prince, HMS Donegal and HMS HIGHFLYER was in place off Sierra Leone from 12 November, but was soon dispersed after the battle of the Falklands. HMS HIGHFLYER then took part in the search for the commerce raider Kronprinz Wilhelm, coming close to catching her in January 1915. She remained on the West Africa station until 1917, making up part of the Cape Verde division.
In 1917 she was transferred to the West Indies and North America Squadron. This was the period of unrestricted submarine warfare, and it was eventually decided to operate a convoy system in the North Atlantic. On 10 July 1917 HMS HIGHFLYER provided the escort for convoy HS 1, the first convoy to sail from Canada to Britain. She was at Halifax when the great Halifax Explosion occurred on 6 December 1917, and assisted rescue efforts in the aftermath. When the Mont Blanc caught fire HMCS Niobe and HMS HIGHFLYER both sent out tenders to see what was going on and to lend assistance, neither knowing what was aboard the Mont Blanc. They had reached the Stella Maris which was trying to control the fires and pull the ship from Pier 6 when they were caught in the explosion. The crew of HMCS Niobe's tender of 7 were all killed and HMS HIGHFLYER's tender crew of 6 had one survivor. Three others were killed when they were thrown against the superstructure.
She survived to become the last Victorian cruiser in service with the Royal Navy, remaining in commission until 1921 as flagship of the East Indies station in Bombay when she was sold there for scrap on 10 June of that year.
Builder: Fairfield Shipbuilding and Engineering Company, Govan, Scotland.
Laid down: June 1897
Launched: 4 June 1898
Commissioned: 7 December 1899
Fate: Sold 10 June 1921 for scrapping in Bombay
General characteristics
Displacement: 5,600 tons
Length: 350 ft (110 m) (p/p, 372 ft (113 m) (o/a)
Beam: 54 ft (16 m)
Draught: 22 ft (6.7 m)
Propulsion: Two 4 cylinder triple expansion engines driving twin propellers
10,000 ihp
Speed: 20 knots
Range: Carried 500 tons coal (1,120 tons max)
Complement: 450
Armament: As built
Eleven x 6 in quick firing guns
Nine x 12pdr quick firing guns
Six x 3pdr quick firing guns
Two x 18 in torpedo tubes
Armour: conning tower: 6 inch
deck and machinery spaces: 3 inch
engine hatches: 5 inch
Delandre label
Sources: http://ship.spottingworld.com/HMS_Highflyer_(1898); http://1914-1918.invisionzone.com/forum ... pic=10525;
Peter Crichton

HMS HIBERNIA commissioned on 2 January 1907 at Devonport Dockyard for service as Flagship of the Rear-Admiral, Atlantic Fleet. She transferred to the Channel Fleet for service as Flagship, Rear-Admiral on 27 February 1907.During this period, William Boyle, 12th Earl of Cork, served as her executive officer. In January 1909 she became Flagship, Vice-Admiral commanding. Under a fleet reorganization on 24 March 1909, the Channel Fleet became the 2nd Division, Home Fleet, and HMS HIBERNIA became a Home Fleet unit in that division. On 14 July 1910 she was rammed by the barque Loch Trool just after Loch Trool had collided with the battleship HMS Britannia, but suffered no noteworthy damage. In January 1912, she was relieved in the Second Division by battleship Orion and was reduced to a nucleus crew in the Third Division at the Nore.
In January 1912, aviation experiments began at Sheerness aboard the battleship HMS Africa, during which the first British launch of an airplane -- the Short Improved S.27 biplane "S.38" (or "RNAS No. 2") flown by Commander Charles Samson -- from a ship took place. HMS Africa transferred her flying-off equipment, including a runway constructed over her foredeck above her forward 12-inch (305-mm) turret and stretching from her bridge to her bows, to HMS HIBERNIA in May 1912, and HMS HIBERNIA hosted further experiments. Among these was the first launch of an airplane from a warship underway; Commander Samson, again flying "S.38," became the first man to take off from a ship which was underway -- sources differ on whether the date of the flight was 2 May, 4 May or 9 May 1912 -- by launching from HMS HIBERNIA while she steamed at 10.5 knots (19 km/h) at the Royal Fleet Review in Weymouth Bay, England. During the fleet review, King George V witnessed a number of flights at Portland over a period of four days. HMS HIBERNIA then transferred her aviation equipment to the battleship HMS London. Based on the experiments, the Royal Navy concluded that aircraft were useful aboard ship for spotting and other purposes, but that interference with the firing of guns caused by the runway built over the foredeck and the danger and impracticality of recovering seaplanes that alighted in the water in anything but calm weather more than offset the desirability of having airplanes aboard. However, shipboard naval aviation had begun in the Royal Navy, and would become a major part of fleet operations by 1917.
Under a fleet reorganization in May 1912, HMS HIBERNIA and all seven of her sisters of the King Edward VII class (Africa, Britannia, Commonwealth, Dominion, Hindustan, King Edward VII, and Zealandia) were assigned to form the 3rd Battle Squadron, assigned to the First Fleet, Home Fleet. HMS HIBERNIA returned to full commission on 14 May 1912 for service as Second Flagship, Rear-Admiral, of the squadron. The squadron was detached to the Mediterranean in November 1912 because of the First Balkan War (October 1912-May 1913); it arrived at Malta on 27 November 1912 and subsequently participated in a blockade by an international force of Montenegro and in an occupation of Scutari. The squadron returned to the United Kingdom in 1913 and rejoined the Home Fleet on 27 June 1913
World War I
Upon the outbreak of World War I, the 3rd Battle Squadron was assigned to the Grand Fleet and based at Rosyth. It was used to supplement the Grand Fleet's cruisers on the Northern Patrol, and HMS HIBERNIA continued her service as Second Flagship of the squadron. On 2 November 1914, the squadron was detached to reinforce the Channel Fleet and was rebased at Portland. It returned to the Grand Fleet on 13 November 1914.
HMS HIBERNIA served in the Grand Fleet until November 1915. During sweeps by the fleet, she and her sister ships often steamed at the heads of divisions of the far more valuable dreadnoughts, where they could protect the dreadnoughts by watching for mines or by being the first to strike them.
In November 1915, a division of the 3rd Battle Squadron consisting of HMS HIBERNIA (which served as flagship of the division commander, Rear-Admiral Sydney Fremantle) and battleships HMS Zealandia, HMS Russell, and HMS Albemarle was detached for service in the Dardanelles Campaign. The ships departed Scapa Flow on 6 November 1915; Albemarle suffered heavy damage in a storm on the first night of the voyage and had to return for repairs, but the other battleships pressed on and arrived at the Dardanelles on 14 December 1915. HMS HIBERNIA served as stand-by battleship at Kephalo and covered the evacuation of V and W Beaches at Cape Helles on 8 January 1916 and 9 January 1916. Among those serving aboard her during this time was Augustus Agar, later V.C. and famous for exploits against the Bolsheviks and as captain of heavy cruiser HMS Dorsetshire in World War II. Later in January HMS HIBERNIA was stationed at Milo in case she was needed to cover an evacuation of the French force at Salonika. Before the end of January, HMS Russell relieved her as divisional flagship, and HMS HIBERNIA returned to the United Kingdom, being reassigned to the Grand Fleet upon arrival at Devonport Dockyard on 5 February 1916. She underwent a refit there in February and March 1916 before rejoining the Grand Fleet.
On 29 April 1916, the 3rd Battle Squadron was rebased at Sheerness, and on 3 May 1916 it was separated from the Grand Fleet, being transferred to the Nore Command. HMS HIBERNIA remained there with the squadron until October 1917.
In 1917 HMS HIBERNIA's ten 6-inch (152-mm) guns were removed from their casemates because they were flooded in heavy seas and replaced with four 6-inch (152-mm) guns on the higher shelter deck.
Subsidiary duties
In October 1917 HMS HIBERNIA left the 3rd Battle Squadron and paid off into the Nore Reserve at Chatham Dockyard, where she served as an overflow accommodation ship.
In September 1918, the Commander-in-Chief, Grand Fleet, Admiral David Beatty, called for a large target to be provided which would allow the battleships of the Grand Fleet, which had seen little action since the Battle of Jutland in 1916, realistic gunnery practice. To meet this requirement, it was suggested that HMS HIBERNIA be converted to radio control and undergo other modifications so that she could assume duty as a target ship, but ultimately the predreadnought battleship HMS Agamemnon became available and was selected instead.
Disposal
In July 1919 HMS HIBERNIA was placed on the disposal list at Chatham, and on 8 November 1921 she was sold for scrapping to Stanlee Shipbreaking Company of Dover. She was resold to Slough Trading Company in 1922, resold yet again to German scrappers, and towed to Germany for scrapping in November 1922.
Name: HMS HIBERNIA
Namesake: Hibernia, the Roman name for Ireland
Ordered: 1903/04 Estimates
Builder: Devonport Dockyard
Cost: £1,438,690
Laid down: 6 January 1904
Launched: 17 June 1905
Completed: December 1906
Commissioned: 2 January 1907
Decommissioned: October 1917
Nickname: The King Edward VII-class battleships were known as "The Wobbly Eight"
Fate: Sold for scrapping in Germany 8 November 1921
The first launch of an airplane from a warship underway was from Hibernia in 1912
General characteristics
Class and type: King Edward VII class
Type: Predreadnought battleship
Displacement: 16,350 tons (standard)
17,500 tons (full load)
Length: 453 ft 6 in (138.23 m)
Beam: 78 ft (24 m)
Draught: 26 ft 9 in (8.15 m)
Installed power: 18,000 ihp (13 MW)
Propulsion: 12 coal-fired (with oil sprayers) Babcock and Wilcox water-tube and 3 cylindrical boilers, two 4-cylinder vertical compound expansion steam engines, two screws
2,164-2,238 tons coal maximum, 380 tons oil
Speed: 18.5 knots (34 km/h)
Range: 2,000...

The ship on this USA stamp shows an unnamed Liberty ship.
Altogether 2,751 Liberty ships were built during the Second World War on 18 USA yards.
Tonnage 7,176 gross, 4,380 net, 10,865 dwt. dim. 135 x 17.3 x 8.6m (draught).
Displacement light 3,380 ton, 14,245 full load.
The 5 holds and the combined deeptanks could carry 562,608 grain and 499,573 bale capacity.
The main engine was manufactured by 20 engine manufactures around the USA, and was a direct acting, condensing three cylinders, triple expansion steam engine of 2,500 ihp, one shaft, speed 11 knots.
Daily full consumption 30 tons.
Armament 1 – 4 inch guns at the stern for use against surfaced submarines and a variety of anti-aircraft guns.
Crew 41.

Liberty ships were cargo ships built in the United States during World War II. Though British in conception, they were adapted by the U.S. as they were cheap and quick to build, and came to symbolize U.S. wartime industrial output. Based on vessels ordered by Britain to replace ships torpedoed by German U-boats, they were purchased for the U.S. fleet and for lend-lease provision to Britain. Eighteen American shipyards built 2,751 Liberty’s between 1941 and 1945, easily the largest number of ships produced to a single design. The production of these vessels mirrored, on much larger scale, the manufacture of the Hog Islander ship and similar standardized types during World War I. The immense effort to build Liberty ships, the sheer number of ships survived far longer that the original design life of five years, make them the subject of much study.
In 1936, the American Merchant Marine Act was passed to subsidize the annual construction of 50 commercial merchant vessels to be used in wartime by the United States Navy as naval auxiliaries. The number was doubled in 1939 and again in 1940 to 200 ships a year. Ship types included a tanker and three types of merchant vessel, all to be powered by steam turbines. Limited industrial capacity, especially for turbine construction, meant that relatively few of these ships were built.
In 1940, the British government ordered 60 tramp steamships from American yards to replace war losses and boost the merchant fleet. These Ocean-class ships were simple but fairly large (for the time) with a single 2,500 hp (1,860 kW) reciprocating steam engine of obsolescent but reliable design. Britain specified coal fired plants because it had plenty of coal mines but no indigenous oil fields. The predecessor designs, including the Northeast Coast, Open Shelter Deck Steamer, were based on a simple ship originally produced in Sunderland by J.L. Thompson & Sons (see Silver Line) from 1879, and widely manufactured up to the SS DORRINGTON COURT which was built in 1938. The order specified an 18-inch (0.5 m) increase in draft to boost displacement by 800 long tons (810 t) to 10,100 long tons (10,300 t). The accommodation, bridge and main engine of these vessels were located amidships, with a long tunnel to connect the main engine shaft to its aft extension to the propeller. The first Ocean-class ship, OCEAN VANGUARD, was launched on 16 August 1941.
The design was modified by the United States Maritime Commission to conform to American construction practices and to make it even quicker and cheaper to build. The US version was designated 'EC2-S-C1': 'EC' for Emergency Cargo, '2' for a ship between 400 and 450 feet (120 and 140 m) long (Load Waterline Length), 'S' for steam engines, and 'C1' for design C1. The new design replaced much riveting, which accounted for one-third of the labor costs, with welding, and had oil-fired boilers. The order was given to a conglomerate of West Coast engineering and construction companies known as the Six Companies, headed by Henry J. Kaiser, and was also adopted as the Merchant Marine Act design.
On 27 March 1941, the number of lend-lease ships was increased to 200 by the Defense Aid Supplemental Appropriations Act, and increased again in April to 306, of which 117 would be Liberty ships.
The ships were constructed of sections that were welded together. This is similar to the technique used by Palmer's at Jarrow, but substitutes welding for riveting. Riveted ships took several months to construct. The work force was newly trained – no one had previously built welded ships. As America entered the war, the shipbuilding yards employed women to replace men who were enlisting in the armed forces.
The ships initially had a poor public image due to their appearance. In a speech announcing the emergency shipbuilding program, President Franklin D. Roosevelt had referred to the ship as "a dreadful looking object", and Time magazine called it an "Ugly Duckling". To try to assuage public opinion, 27 September 1941 was dubbed Liberty Fleet Day, as the first 14 "Emergency" vessels were launched that day. The first of these was SS PATRIK HENRY, launched by President Franklin D. Roosevelt. In remarks at the launch ceremony, FDR cited Patrick Henry's 1775 speech that finished "Give me liberty or give me death". Roosevelt said that this new class of ships would bring liberty to Europe, which gave rise to the name Liberty ship.
The first ships required about 230 days to build (PATRICK HENRY took 244 days), but the average eventually dropped to 42 days. The record was set by ROBERT E PEARY, which was launched 4 days and 15½ hours after the keel was laid, although this publicity stunt was not repeated—and in fact much fitting-out and other work remained to be done after the PEARY was launched. The ships were made assembly-line style, from prefabricated sections. In 1943, three Liberty ships were completed daily. They were usually named after famous Americans, starting with the signatories of the Declaration of Independence.
Any group which raised war bonds worth $2 million could propose a name. Most were named for deceased people. The only living namesake was Francis J. O'Gara, the purser of the SS JEAN NICOLET, who was thought to have been killed in a submarine attack but in fact survived the war in a Japanese prisoner of war camp. Other exceptions to the naming rule were the SS STAGE DOOR CANTEEN, named for the USO club in New York, and the SS U.S.O., named after the organization itself.
Another notable Liberty ship was SS STEPHEN HOPKINS, which sank the German commerce raider STIER in a ship-to-ship gun battle in 1942 and became the first American ship to sink a German surface combatant.
SS RICHARD MONTGOMERY is also notable, though in a less positive way; the wreck of the ship lies off the coast of Kent with 1,500 tons of explosives still on board, enough to match a small nuclear weapon should they ever go off. One Liberty ship that did explode was the SS E. A BRYAN which detonated with the energy of 2,000 tons of TNT (8,400 GJ) in July 1944 as it was being loaded, killing 320 sailors and civilians in what was called the Port Chicago disaster. Another infamous Liberty ship that exploded was the re-christened SS GRANDCAMP, which caused the Texas City Disaster on 16 April 1947, killing at least 581 people.
Six Liberty ships were converted at Point Clear, Alabama, by the United States Army Air Forces into floating aircraft repair depots, operated by the Army Transport Service starting in April 1944. The secret project, dubbed "Project Ivory Soap", provided mobile depot support for B-29 Superfortress and P-51 Mustangs based on Guam, Iwo Jima, and Okinawa beginning in December 1944. The six ARU(F)s (Aircraft Repair Unit, Floating), however, were also fitted with landing platforms to accommodate four R-4 helicopters, creating the first seagoing helicopter-equipped ships, and provided medical evacuation of combat casualties in both the Philippines and Okinawa.
The last new-build Liberty ship constructed was the SS ALBERT M. BOE, launched on 26 September 1945...

HMS Indomitable was an Invincible-class battlecruiser of the British Royal Navy. She was built before World War I and had an active career during the war. She tried to hunt down the German ships Goeben and Breslau in the Mediterranean when war broke out and bombarded Turkish fortifications protecting the Dardanelles even before the British declared war on Turkey. She helped to sink the German armoured cruiser Blücher during the Battle of Dogger Bank in 1915 and towed the damaged British battlecruiser Lion to safety after the battle. She damaged the German battlecruisers Seydlitz and Derfflinger during the Battle of Jutland and watched her sister Invincible explode. She was deemed obsolete after the war and was sold for scrap in 1921.

The Invincible class ships were formally known as armoured cruisers until 1911 when they were redesignated as battlecruisers by an Admiralty order of 24 November 1911. Unofficially a number of designations were used until then, including cruiser-battleship, dreadnought cruiser and battle-cruiser.
Indomitable was significantly larger than her armoured cruiser predecessors of the Minotaur class. She had an overall length of 567 ft (173 m), a beam of 78 ft 7.75 in (23.9713 m), and a draft of 30 ft (9.1 m) at deep load. She displaced 17,250 long tons (17,530 t) at load and 20,420 long tons (20,750 t) at deep load, nearly 3,000 long tons (3,000 t) more than the earlier ships.
Indomitable had two paired sets of Parsons direct-drive turbines. The two sets, each with a condenser, were housed in port and starboard engine-rooms separated by a longitudinal bulkhead. The high-pressure ahead and astern turbines drove the outboard shafts and the low-pressure ahead and astern turbines drove the inner shafts. A cruising turbine was also coupled to each inner shaft; these were not used often and were eventually disconnected. The turbines were designed to produce a total of 41,000 shaft horsepower (31,000 kW), but reached nearly 48,000 shp (36,000 kW) during trials in 1908. Indomitable was designed for 25 knots (46 km/h), but reached 26.1 knots (48 km/h) during trials. She maintained an average speed of 25.3 knots (47 km/h) for three days during a passage of the North Atlantic in August 1908.
Indomitable's three-bladed propellers were 10 feet 6 inches (3.20 m) in diameter on the inner shafts and 9 feet 6 inches (2.90 m) in diameter on the outer shafts. The steam plant comprised 31 Babcock and Wilcox water-tube boilers arranged in four boiler rooms. Maximum bunkerage was 3,083 long tons (3,132 t) of coal, and an additional 713 long tons (724 t) of fuel oil that was to be sprayed on the coal to increase its burn rate. At full fuel capacity, she could steam for 3,090 nautical miles (5,720 km) at a speed of 10 knots (19 km/h).

Armament
Indomitable mounted eight BL 12-inch (304.8 mm) Mk X guns in four twin hydraulically powered turrets. Her secondary armament consisted of sixteen 4 in (102 mm) QF Mk III guns. During 1915 the turret roof guns were transferred to the superstructure and the total number of guns was reduced to twelve. All of the remaining guns were enclosed in casemates and given blast shields at that time to better protect the gun crews from weather and enemy action. The QF Mk III guns were replaced by twelve 4-inch BL MK VII guns on PVI mountings during 1917.
Her anti-aircraft armament consisted of a single QF 3 inch 20 cwt AA gun on a high-angle MKII mount at the aft end of the superstructure that was carried from July 1915. A 3-pounder Hotchkiss gun on a high-angle MkIc mounting with a maximum elevation of 60° was also mounted in November 1914 and used until August 1917. A 4-inch BL MK VII on a HA MkII mount was added in April 1917. Five 18-inch (450-mm) submerged torpedo tubes were fitted on the Invincibles, two on each side and one in the stern. Fourteen torpedoes were carried for them.

Armour
The armour protection given to the Invincibles was heavier than that of the Minotaurs—their waterline belt measured 6 inches (152 mm) amidships in contrast to the 4 inches (102 mm) belt of their predecessors. The belt was 6 inches thick roughly between the fore and aft 12-inch gun turrets, but was reduced to four inches from the fore turret to the bow, but did not extend aft of the rear turret. The gun turrets and barbettes were protected by 7 in (178 mm) of armour, except for the turret roofs which used 3 in (76 mm) of Krupp non-cemented armour (KNC). The thickness of the main deck was 1–2 in (25–51 mm) and the lower deck armour was 1.5–2.5 in (38–64 mm). Mild steel torpedo bulkheads of 2.5-inch thickness were fitted abreast the magazines and shell rooms.
After the Battle of Jutland revealed her vulnerability to plunging shellfire, additional armour was added in the area of the magazines and to the turret roofs. The exact thickness is not known, but it was unlikely to be thick as the total amount was less than 100 long tons (102 t).

Construction
She was built by Fairfield Shipbuilding & Engineering Co. Ltd, at Govan. She was laid down on 1 March 1906 and launched on 26 June 1907. She was commissioned on 20 June 1908 before she was fully complete to carry the Prince of Wales to Canada.

Wikipedia
De Landre label from Peter Crichton.

The Greek Post issued a set of 6 stamps in 2011 on her shipping activities.

The Greek Post gives the following by the issues:

Greek Shipping is the pillar of the country’s economy boasting a fleet that has ranked first in the world for a number of years and demonstrating its ability to weather the storms despite the current financial difficulties.
Supremacy over sea routes enchanted the Greek since ancient times, firing their imagination and developing their creativity. As a result, thousand of years ago, they constructed true sea-faring ships, which were important breakthroughs in navigational history, playing a particularly important role through the centuries.
They were warships, but also the means for disseminating Greek culture, the principles of Democracy, the arts and sciences; wakeful guards of the seas, they secured the trade routes which transported Greek ideas and products throughout the entire then-known world.

Within this framework, on 18 April 2011, the Philately Department is releasing the “Greek Shipping” Commemorative Series of Postage Stamps, an issue that includes six unique stamps, based on original miniature ships built by Evaggelos Grypiotis, designed and adapted by the artist Anthoula Lyga.

Euro 0.01 Ship from a Thera wall painting, 1,500 B.C.
Euro 0.20 Polyreme of the Hellenistic Period, 4th – 2nd cent. B.C.
Euro 0.60 Triakontoros 15th – 4th cent. B.C.
Euro 0.75 Hellenic Trireme 7th – 4th cent. B.C.
Euro 2.47 Macedonian Hexarme 4th – 3nd cent. B.C.
Euro 2.50 Byzantine Dromon 5th – 11th cent. A.D.


The 0.01 Euro depict a ship of the wall painting of Thera:
http://library.thinkquest.org/06aug/003 ... tql-iframe gives on this vessel as follows:

During the excavations in the Cape of Santorini, it was discovered in the south wall of room 5, the “West House”, a wall painting 4 meters long and 43 centimetres high, it is about a frieze that is most preserved among all the wall-paintings found in the excavations of the Cape of Thera, and it is exposed today at the Archaeological Museum in Athens. In this frieze we have a detailed and accurate representation of a cavalcade consisted of ships of any size.
They are represented to float between two parts and big ships carrying passengers and richly adorned.

Much has been written about the interpretation of its naval pageant; a ceremonial parade of ships or a war expedition. From where do these ships come and where do they go? The cavalcade of Santorini also gives us information about the way of navigating relevant to their type, information about the (iotiocpopia), the armour of the men and the numerous details that defeat many theories about the history of Aegean of this period, but also beliefs for the shipbuilding and navigation. It is about a (aucpinpwpoc) ship which directions, with a simple eversion of the position of the oarsmen. Another characteristic of the ship is that in the (nquuvn) there is a ram against the enemy ships as well the model of a wild cat to terrify the enemies.
Most researchers believe that they were advancved ships with a normal skinning, a processor of the polykopa ships of the geometric ages.

The ships represented in these wall-paintings and vessels were the ships of Thera (Theraika), which were the first known ships in the Greek region. The wall-paintings dated back to 1500 – 1600 B.C., about the minoic era. The strange thing is that knowledge is diminished later, close to 700 B.C., when Korinthos presented the first formation of a trireme. It measured 40 meters long and utilised 150 oarsmen in three rows and 50 more persons for the rest of their needs.

Greece 2011 0.01 Euro sg?, scott?