UC-33 SM submarine ELSE

In early August 1914, disturbing news reached the Faroe Islands that a great war had started on the European mainland. There had been some worrying indications through the so-called July Crisis that emerged in the wake of the Serbian nationalist Gavrilo Principle's assassination of the Austro-Hungarian Crown Prince, Franz Ferdinand, on 28 June 1914.
Since the Balkan Wars (1912-1913) Austria-Hungary had been concerned about the development of the former Ottoman possessions in the Balkans, where Serbia emerged as an increasingly strong power. The Austro-Hungarian Empire had been waiting for an opportunity to supress Serbia, and the assassination of their heir, provided the opportunity they had been waiting for. Ultimatums were put on Serbia, which the country could not meet, and the consequence was that Austria-Hungary on 27 July 1914 declared war on the young nation.
The Austro-Hungarian government was well aware that this could escalate into a major war. Russia had guaranteed Serbia's security and the Austro-Hungarians had therefore secured the support of Germany. The day after the declaration of war Russia started to mobilize its army, which led to a German declaration of war against Russia on August 1st.
Concerned about the development, France also started to mobilize its army, and this caused Germany to declare war on France on 3 August. The same day Germany invaded Belgium as a mean to attack France, and this promptly triggered a British declaration of war against Germany.
The situation spiralled out of control, and soon a major war in Europe had become reality. And out here, in the North Atlantic, the Faroese could just observe, with increasing astonishment, the extreme escalation and fateful developments which in the years to come should bring so much misery.
It did not take long before the Faroes suffered the consequences of the Great War. Sea transport to and from mainland Europe, especially Denmark, stopped more or less. The belligerents set up blockades, patrolled the seas and went after ships that might carry supplies to hostile territory.
This led to a shortage of the most basic necessities. Soon you could only buy bread and sugar on ration-cards - and things like tea and coffee became difficult and expensive to obtain. But times of need is the mother of ingenuity - and people came up with different ways to tough scarce supplies. There are, for example, stories of women who cooked roe and mixed it up in the rye flour, to make it last longer.
The early years of war caused such serious deficiencies, especially among the poorest segment of the population that we can talk about real crisis conditions. During the rough winter months it was hard to catch fish, and the coastal spring-fishery was in 1915 hampered by bad weather.
Deficiency Diseases occurred because of too little or too monotonous food and even harvested lives among the most disadvantaged, children and the elderly. The oil supplies were soon exhausted and it was not possible to bring more to the country. People started to experiment with fish oil, which turned out to be useful for lamps and even as fuel for boat engines.
The Day of Fate
On 1 February 1917 the German Navy declared the waters around the UK as a War Zone. Any ship caught in the zone risked, regardless of nationality, to be the subject of attack from German submarines. Unfortunately for the Faroe Islands, the War Zone reached all the way to the southern islands and thereby covered one of the largest Faroese fishing grounds, known as the Faroe Bank.

The War Zone was mainly directed against British interests, cargo shipping and transport convoys to England. The Faroese hoped that it did not include fishing vessels and took the calculated risk of fishing in the zone.
But in the morning of 23 May 1917, war struck the Faroese fishermen. Skipper Axel Sivertsen on cutter "Else" later told the newspaper "Norðlýsi" that in the early morning of the 23rd, the ship was hailed by a German submarine, which fired their machine gun in front of and behind the ship. The crew immediately loaded supplies into the lifeboat and left Else. They rowed towards the submarine and six of them were ordered to enter the submarine's deck. Two German submariners then went into the boat and made the rest of the crew row back to Else. They brought fuel on board Else, and shortly thereafter the crew could see their ship burning on the high seas. The German submariners were uncomfortable about the situation, but there was nothing to do about it. They acted under orders, they said.
Else's crew began to row against the Faroe Islands. Four hours later they met cutter "Orion" (which at that time was registered under the name “Beinir”) and were taken on board. When Orion/Beinir's skipper heard what had happened, he gave orders to cut all fishing lines and set sail. But they had not sailed for long before the submarine caught up with them, and Orion/Beinir suffered the same fate as “Else”. The two crews then rowed together towards the shore. On the way they saw two other cutters and a trawler, but also the infamous submarine, which was now heading for the trawler. They rowed all night and morning and did not reach land before six o'clock the following afternoon.
It turned out that 8 Faroese fishing vessels were sunk within 24 hours on 23rd and 24th of May. Miraculously no Faroese fishermen lost their lives through in the tragedy.
All the ships were sunk by the same submarine, UC 33, under the command of Captain Lieutenant Martin Schelle. During its active period, UC 33 sank 36 ships, but was itself caught up by destiny on 26 September 1917, when a British patrol boat sank it in the St. George's Channel off Ireland. Only one of the 27 crew members survived.
The Soldier
While most Faroese experienced World War I from a distance, others were not so lucky. One of these was the 26 year-old Christian Ludwig Petersen from the village Kvívík, who had emigrated to Canada before the war.
In March 1916, Christian Petersen (Pjeturson) was drafted by the newly created 108th battalion (Selkirk, Manitoba) in the Canadian Expeditionary Force (CEF), which fought on European battlefields. Already on 18 September the same year, the battalion was sent to England, where it was absorbed by 14th reserve battalion, which provided reinforcements to the fighting battalions on the mainland.
Christian Petersen was then sent to the 16th Battalion (Canadian-Scottish) in the area of Arras in France, around the time of, or immediately after the violent battles of Vimy Ridge in 1917.
Then the young Faroese travelled from battle to battle. 16th Battalion participated in the battles of Hill 70, Ypres and Passchendaele. They participated in the campaigns around Amiens, the Second Battle of Arras, Scarpe and Drocourt-Queant Line in 1918. From there to the battles on the Hindenburg Line and Canal du Nord, right to the last advance toward Mons.
Like most other army-units in the Great War, the 16th battalion suffered from heavy casualties - and the survivors suffered from the psychological stress and trauma, inflicted by the horrible war memories. Christian Petersen was no exception. Shortly after discharge, he moved back to the Faroe Islands and settled as a farmer in the village Kaldbak on Streymoy. According to his people who knew him, he never talked about the war and his role in it - the memories were simply too terrible.
Anker Eli Petersen Faroe Post web-site.

Have not any info on the cutter, the rowboat is most probably a Faroe rowboat (viewtopic.php?f=2&t=12823&p=13974&hilit=faroe+boat#p13974 ), of the U-boat I got the following.
Built as a submarine under yard No 443 by AG Vulcan-Wercke, Hamburg for the German Imperial Navy.
29 August 1915 ordered.
26 August 1916 launched as the SM UC-33...

VALKYRIE III yacht 1895

Built as a steel framed wooden hulled yacht by D&W Henderson on the River Clyde for Lord Dunraven Syndicate representing the Royal Yacht Squadron.
Designed by George Lennox Watson.
27 May 1895 launched as the VALKYRIE III.
Displacement 166.9 tons, dim. 39.31 x 7.92 x 5.97m. (draught), length on waterline 26.65m.
After a few mixed test races (for which she was later criticized for lack of previous competition) VALKYRIE III sailed to New York to prepare for the ninth America's Cup.
VALKYRIE III under skipper William Granfield was beaten bythe America yacht DEFENDER in the first race of the 1895 America's Cup. VALKYRIE III fouled the leeward DEFENDER during the prestart to the second race, breaking her starboard shrouds, but the latter did not protest and the race took place nevertheless, with VALKYRIE III finishing ahead of DEFENDER on corrected time. In turn the America's Cup committee ruled to disqualify the VALKYRIE III because of the foul and dismissed Lord Dunraven counter-proposal to re-race. VALKYRIE III was withdrawn immediately after the start of the third race and DEFENDER ran over the course unchallenged and successfully defended the America's Cup. Lord Dunraven claimed the Americans had cheated, creating a public controversy that jeopardized the future challenges for the America's Cup race until Sir Thomas Lipton issued his own SHAMROCK challenge in 1898. In 1899 VALKYRIE III ' hull was refaired and repainted to serve as a trial horse for SHAMROCK, but eventually she did not serve that purpose. She was broken up in 1901.

Grenada Grenadines 1992 25c sg1579, scott1476.

Source: http://en.wikipedia.org/wiki/Valkyrie_III_(yacht)

ENTERPRISE yacht 1930

Built as a j-class yacht by Herreshoff Manufacturing Company, Bristol, Rhode Island for the Harold Vanderbilt Syndicate representing the New York Yacht Club.
Designed by W. Starling Burgess.
1930 Launched as the ENTERPRISE
Displacement 128 ton, dim. 36.85 x 7.01 x 4.45m. (draught), length on waterline 24.38m.
Sail area 704.48 m².
Building price more as a US$ 0.5 million.

The ENTERPRISE under skipper Harold Vanderbilt was chosen as the defender of the America Cup off Newport, Rhode Island against the challenger the British yacht SHAMROCK V of Sir Thomas Lipton.
The first race on 13 September 1930 was won by the ENTERPRISE and also the other three races were won by the ENTERPRISE, and the cup stayed in the USA.
The ENTERPRISE was scrapped in September 1935 by her builder’s yard in Bristol.

Solomon Islands 1986 18c sg580a, scott572c.

Source: The storey of the America Cup 1851 – 2003 by Ranulf Rayner and internet.


Built as a battleship by the Brooklyn Navy Yard for the USA Navy.
01 May 1911 ordered.
11 September 2011 laid down.
30 October 1912 launched as the USS NEW YORK (BB-34), christened by Elsie Calder.
Displacement 27,000 ton standard, 28,367 full load. Dim. 174.7 x 29.0 x 8.7m. (draught) length bpp 172.2 m.
Powered by vertical-expansion steam engines, 28,100 ihp, twin shafts, speed 21 knots.
Range by a speed of 10 knots, 7.060 mile.
Armament when built: 10 – 14 inch, 21 – 5 inch, 2 – 3 inch guns and 4 – 21 inch torpedo tubes.
Crew 1,042.
15 April 1914 commissioned.

New York, the 11th of the original 13 states, ratified the Constitution 26 July 1788.

The fifth NEW YORK (BB–34) was laid down 11 September 1911 by Brooklyn Navy Yard, New York; launched 30 October 1912; sponsored by Miss Elsie Calder; and commissioned 15 April 1914, Captain Thomas S. Rodgers in command.

Ordered south soon after commissioning, NEW YORK was flagship for Rear Admiral Frank Fletcher, commanding the fleet occupying and blockading Vera Cruz until resolution of the crisis with Mexico in July 1914. NEW YORK then headed north for fleet operations along the Atlantic coast as war broke out in Europe.

Upon the entry of the United States into the war, NEW YORK sailed as flagship with Battleship Division 9 commanded by Rear Admiral Hugh Rodman to strengthen the British Grand Fleet in the North Sea, arriving Scapa Flow 7 December 1917. Constituting a separate squadron in the Grand Fleet, the American ships joined in blockade and escort missions and by their very presence so weighted the Allies’ preponderance of naval power as to inhibit the Germans from attempting any major fleet engagements. NEW YORK twice encountered U-boats.

During her World War I service, NEW YORK was frequently visited by royal and other high-ranking representatives of the Allies, and she was present for one of the most dramatic moments of the war, the surrender of the German High Seas Fleet in the Firth of Forth 21 November 1918. As a last European mission, NEW YORK joined the ships escorting President Woodrow Wilson from an ocean rendezvous to Brest en route the Versailles Conference.

Returning to a program which alternated individual and fleet exercises with necessary maintenance, NEW YORK trained in the Caribbean in spring 1919, and that summer joined the Pacific Fleet at San Diego, her home port for the next 16 years. She trained off Hawaii and the West Coast, occasionally returning to the Atlantic and Caribbean for brief missions or overhauls. In 1937, carrying Admiral Hugh Rodman, the President’s personal representative for the coronation of King George VI of England, NEW YORK sailed to take part in the Grand Naval Review of 20 May 1937 as sole U.S. Navy representative.

For much of the following 3 years, NEW YORK trained Naval Academy midshipmen and other prospective officers with cruises to Europe, Canada, and the Caribbean, and in mid1941 she joined the Neutrality Patrol. She escorted troops to Iceland in July 1941, then served as station ship at Argentia, Newfoundland, protecting the new American base there. From America’s entry into World War II, NEW YORK guarded Atlantic convoys to Iceland and Scotland when the U-boat menace was gravest. Submarine contacts were numerous, but the convoys were brought to harbor intact.

NEW YORK brought her big guns to the invasion of North Africa, providing crucial gunfire support at Safi 8 November 1942. She then stood by at Casablanca and Fedhala before returning home for convoy duty escorting critically needed men and supplies to North Africa. She then tookup important duty training gunners for battleships and destroyer escorts in Chesapeake Bay, rendering this vital service until 10 June 1944, when she began the first of 3 training cruises for the Naval Academy, voyaging to Trinidad on each.

NEW YORK sailed 21 November for the West Coast, arriving San Pedro 6 December for gunnery training in preparation for amphibious operations. She departed San Pedro 12 January 1945, called at Pearl Harbor, and was diverted to Eniwetok to survey screw damage. Nevertheless, despite impaired speed, she joined the Iwo Jima assault force in rehearsals at Saipan. She sailed well ahead of the main body to join in preinvasion bombardment at Iwo Jima 16 February. During the next 3 days, she fired more rounds than any other ship present; and, as if to show what an old-timer could do, made a spectacular direct 14”-hit on an enemy ammunition dump.

Leaving Iwo Jima, NEW YORK at last repaired her propellers at ‘Manus, and had speed restored for the assault on Okinawa, which she reached 27 March to begin 76 consecutive days of action. She fired preinvasion and diversionary bombardments, covered landings, and gave days and nights of close support to troops advancing ashore. She did not go unscathed; a kamikaze grazed her 14 April, demolishing her spotting plane on its catapult. She left Okinawa 11 June to regun at Pearl Harbor.

NEW YORK prepared at Pearl Harbor for the planned invasion of Japan, and after war’s end, made a voyage to the West Coast returning veterans and bringing out their replacements. She sailed from Pearl Harbor again 29 September with passengers for New York, arriving 19 October. Here she prepared to serve as target ship in operation “Crossroads,” the Bikini atomic tests, sailing 4 March 1946 for the West Coast. She left San Francisco 1 May, and after calls in Pearl Harbor and Kwajalein, reached Bikini 15 June. Surviving the surface blast 1 July and the underwater explosion 2.5 July, she was taken into Kwajalein and decommissioned there 29 August 1946. Later towed to Pearl Harbor, she was studied during the next two years, and on 8 July 1948 was towed out to sea some 40 miles and there sunk after an 8-hour pounding by ships and planes carrying out full-scale battle maneuvers with new weapons.

New York received 3 battle stars for World War II service.

Grenada Carriacou a Petite Martinique 2014 $5 sg?, scott? (The other warship is the HMS MONARCH, which is also depict in the margin of the sheet. See viewtopic.php?f=2&t=12751&p=15885#!lightbox[gallery]/3/ )


GRETEL II KA 3 yacht

Built as a 12-metre class wooden hulled yacht by W.H. Barnett, Sydney for Sir Frank Packer, Sydney.
Designed by Alan Payne.
12 February 1970 launched under the name GRETEL II (KA 3).
Displacement 31.5 ton, dim. 19.81 x 3.66 x 2.74m. (draught), length on waterline 14.02m.
Sail area 187 m².
Crew 11.
GRETEL II is an Australian International 12-metre class racing yacht built for the America's Cup challenge series in 1970. She was designed by Alan Payne and built by W.H. Barnett for Australian media tycoon Sir Frank Packer.
Packer had first challenged for the America's Cup in 1962 with the yacht GRETEL which was named after his wife. GRETEL was competitive but lost that challenge 4–1.
1970 America's Cup
In 1970 Packer returned to Newport, Rhode Island to challenge again for the 'Auld Mug' with his new 12-metre yacht GRETEL II representing the Royal Sydney Yacht Squadron. This yacht was the last of the wooden-hulled America's Cup yachts. GRETEL II was skippered by Jim Hardy with Martin Visser as tactician and starting helmsman and Bill Fesq as navigator. The crew included future Olympic Star class gold medallists David Forbes and John Anderson and future America's Cup–winning skipper John Bertrand as port trimmer. After defeating Baron Marcel Bich’s FRANCE in the challenger selection series 4–0, the Australian yacht took on the American defender INTREPID, skippered by Bill Ficker in a best-of-seven race series.
INTREPID won the first race when GRETEL II 's David Forbes was swept overboard but managed to hang on to the sail and scramble back on board. Then in a controversial second race ,GRETEL II crossed the finish line 1 minute 7 seconds ahead, but due to a collision at the start the Australian challenger was disqualified. INTREPID won the third race but GRETEL II recorded a win in the fourth race by a margin of 1 minute 2 seconds. INTREPID then took out the fifth race to win the America's Cup 4–1.
Many observers, such as 1977 America's Cup winning skipper Ted Turner, believed that GRETEL II was a faster boat than INTREPID but that the tactical cunning of Bill Ficker and Steve Van Dyke and the performance of the American crew were the deciding factors in the Americans' victory.
1975 Bought by The Southern Cross America’s Cup Challenge Association Ltd., Yanchep, Australia.
1977 America's Cup
GRETEL II served as a trial horse for Alan Bond’s SOUTHERN CROSS in the 1974 America's Cup. In the 1977 America's Cup GRETEL II, skippered by Gordon Ingate, was one of four yachts vying to challenge for the Cup. Her wooden decking was replaced with aluminium for the new campaign. Ingate had a veteran crew which earned them the nickname 'Dad's Navy'. The yacht was eliminated by their Swedish rival SVERIGE during the challenger selection trials. The new Alan Bond yacht AUSTRALIA won the right to challenge but lost to the Americans.
1979 Bought by Gordon Ingate, Sydney.
1987 Was she bought by the Sydney Maritime Museum.
2006 Bought by Michael Maxwell in Sydney.
GRETEL II was restored by a group of yachting enthusiasts in 2009.
2014 Still owned by Mr. Maxwell.

Antigua&Barbuda 1987 60c sg1073, scott1001
Barbuda Mail 1987 60c sg937, scott?

http://en.wikipedia.org/wiki/Gretel_II . http://www.12mrclass.com/yacht-search/d ... 05529.html

ASAHI battleship 1900

Built as a battleship under yard No 328 by John Brown & Co. Ltd., Clydebank, Scotland for the Imperial Japanese Navy.
01 August 1898 keel laid down.
13 March 1899 launched as the ASAHI one of the
Displacement 15.400 ton standard. Dim. 129.6 x 22.9 x 8.3m. (draught), length bpp. 122.0 m.
Powered by two vertical triple expansion steam engine, 15,000 sho, twin shafts, speed 18 knots.
Range by a speed of 10 knots, 10,000 mile.
Armament when built: 2 – 305 mm guns, 14 – 152 mm guns, 20 – 12 pdr. guns and 6 – 2.5 pdr. Hotchkiss guns and 4 – 18 inch torpedo tubes.
Crew 773.
28 April 1900 commissioned.
31 July 1900 completed.

ASAHI was a pre-dreadnought battleship built for the Imperial Japanese Navy (IJN) in the late 1890s. As Japan lacked the industrial capacity to build such warships herself, the ship was designed and built in the United Kingdom. Shortly after her arrival in Japan, she became flagship of the Standing Fleet, the IJN's primary combat fleet. She participated in every major naval battle of the Russo-Japanese War of 1904–05 and was lightly damaged during the Battle of the Yellow Sea and the Battle of Tsushima. ASAHI saw no combat during World War I, although the ship participated in the Siberian Intervention in 1918.

Reclassified as a coastal defence ship in 1921, ASAHI was disarmed two years later to meet the terms of the Washington Naval Treaty, after which she served as a training and submarine depot ship. She was modified into a submarine salvage and rescue ship before being placed in reserve in 1928. ASAHI was recommissioned in late 1937, after the start of the Second Sino-Japanese War, and used to transport Japanese troops. In 1938, she was converted into a repair ship and based first at Japanese-occupied Shanghai, China, and then Camranh Bay, French Indochina, from late 1938 to 1941. The ship was transferred to occupied Singapore in early 1942 to repair a damaged light cruiser and ordered to return home in May. She was sunk en route by the American submarine USS SALMON, although most of her crew survived.
Combat experience in the First Sino-Japanese War of 1894–95 convinced the Imperial Japanese Navy of weaknesses in the Jeune Ecole naval philosophy, which emphasized torpedo boats and commerce raiding to offset expensive heavily armoured ships. Therefore Japan promulgated a ten-year naval build-up in early 1896, to modernize and expand its fleet in preparation for further confrontations, with the construction of six battleships and six armoured cruisers at its core. These ships were paid for from the £30,000,000 indemnity paid by China after losing the First Sino-Japanese War. As with the earlier Fuji and Shikishima classes, Japan lacked the technology and capability to construct its own battleships, and turned again to the United Kingdom for the four remaining battleships of the programme. ASAHI the fifth Japanese battleship to be built in Britain, was ordered from the Clydebank Engineering & Shipbuilding Company shipyard in Clydebank, Scotland in the 1897 annual naval programme.
Design and description
ASAHI’s design was a modified version of the Formidable-class battleships of the Royal Navy, with two additional 6-inch (152 mm) guns. The ship had an overall length of 425 feet 3 inches (129.6 m), a beam of 75 feet (22.9 m), and a normal draught of 27 feet 3 inches (8.3 m). She displaced 15,200 long tons (15,400 t) at normal load. ASAHI had a complete double bottom with 55 watertight compartments. Her hull was also subdivided into 223 watertight compartments. She was fitted as a flagship and her crew numbered about 773 officers and enlisted men, including the admiral's staff.
The ship was powered by two vertical triple-expansion steam engines built by Humphrys, Tennant, each driving one propeller, using steam generated by 25 Belleville boilers at a working pressure of 17.03 bar (1,703 kPa; 247 psi).[8] The engines were rated at 15,000 indicated horsepower (11,000 kW), using forced draught, and designed to reach a top speed of 18 knots (33 km/h; 21 mph)[6] although ASAHI reached 18.3 knots (33.9 km/h; 21.1 mph) from 16,335 indicated horsepower (12,181 kW) during her sea trials on 23 March 1900. She carried a maximum of 2,000 long tons (2,032 t) of coal which allowed her to steam for 9,000 nautical miles (17,000 km; 10,000 mi) at a speed of 10 knots (19 km/h; 12 mph).[6] The ship was fitted with three steam-driven 4.8-kilowatt (6.4 hp) dynamos.
ASAHI’s main battery consisted of the same four Elswick Ordnance Company 40-calibre twelve-inch guns used in all of Japan's preceding battleships. They were mounted in twin-gun turrets fore and aft of the superstructure. The hydraulically powered mountings allowed the guns to be loaded at all angles of traverse, at a fixed elevation of +13.5°. Each mount could traverse a total of 240 degrees.[ They fired 850-pound (386 kg) projectiles at a muzzle velocity of 2,400 ft/s (730 m/s).
The ship's secondary armament consisted of fourteen 45-calibre 6-inch (152 mm) quick-firing (QF) guns mounted in casemates. Eight of these guns were positioned on the main deck and the other six guns were placed above them in the superstructure. They fired 100-pound (45 kg) shells at a muzzle velocity of 2,300 ft/s (700 m/s).[14] Protection against torpedo-boat attacks was provided by twenty QF 12-pounder 12 cwt[Note 1] guns.[15] The 12-pounders fired 3-inch (76 mm), 12.5-pound (5.7 kg) projectiles at a muzzle velocity of 2,359 ft/s (719 m/s).[16] Lighter guns consisted of eight 47-millimetre (1.9 in) three-pounder Hotchkiss guns and four 47-millimetre 2.5-pounder Hotchkiss guns. The former were mounted in the superstructure and the latter in the fighting tops. The three-pounder gun fired 3.19-pound (1.45 kg) projectiles at a muzzle velocity of 1,927 ft/s (587 m/s), while the 2.5-pounder fired 2.5-pound (1.1 kg) shells at a muzzle velocity of 1,420 ft/s (430 m/s).[18] The ship was also equipped with four submerged 18-inch torpedo tubes, two on each broadside.
The waterline main belt of ASAHI consisted of Harvey armour 8 feet (2.44 m) high, of which 3 feet 8 inches (1.11 m) was above the waterline at normal load, and had a maximum thickness of 9 inches (229 mm) for the middle 224 feet (68.28 m) of the ship. It was only 4 inches (102 mm) thick at the ends of the ship and was surmounted by a six-inch strake of armour that ran between the barbettes. The barbettes were 14 inches (356 mm) thick, but only 10 inches (254 mm) behind the upper armour strake.[19] The barbette hoods were protected by 10 inches of armour on their face while their sides were 6 inches thick and the roof was 1.5 inches (38 mm) thick.[20] Diagonal bulkheads connecting the barbettes to the side armour were 12–14 inches thick, but only 6 inches thick at the lower deck level. The frontal armour of the casemates protecting the secondary armament was also 6 inches thick with the rear protected by 2-inch (51 mm) armour plates. The flat portion of the deck armour was 2.5 inches (64 mm) thick and 4 inches (102 mm) thick where it sloped down to the sides of the ship. The conning tower was protected by 14 inches of armour.

ASAHI, like all the other Japanese battleships of the time, was fitted with four Barr & Stroud FA3 coincidence rangefinders that had an effective range of 8,000 yards (7,300 m). The ships were also fitted with 24-power magnification telescopic gunsights.
Construction and career
ASAHI, or "rising sun", a poetic name for Japan from a stanza of waka poetry, was laid down on 1 August 1899 in Clydebank, Scotland, by the Clydebank Engineering & Shipbuilding Co. and completed by John Brown & Company, which purchased the firm before ASAHI was completed. She was launched on 13 March 1899 and completed on 31 July 1900. Her completion was delayed by about three months when her bottom plating required...

FRANCE II (F2) yacht 1977

Built as a 12-metre class wooden hulled yacht by Chantiers H. Egger at Pontarlier, France for L’Assciation Francaise de “LaCoupe de l’America” ( Baron Marcel Bich), Hyeres, France.
Designed by André Mauric.
1977 Launched as FRANCE II F 2.
Displacement 28 ton, dim. 19.13 x 3.86 x 2.79m (draught), length on waterline 13.94m.

She was built to represent France in the challenger race for the 1977 America Cup at Newport Rhode Island in which she was beaten by the Australian yacht SOUTHERN CROSS.
1980 Was she sold to Jacques Kreitmann & Francois Olivret, Bordeaux, France.
1994 Sold to Alain Claude Marlin, Saint Tropez, France and in 1995 was she renovated for around 2 million Euro’s in a luxury yacht. Fitted out with a 170 hp Yanmar diesel engine.
Has now three cabins and can berth 6 persons.
2010 Was she based in Barcelona Spain with same name and owner.
2014 Is given that she is owned by Cruising Yacht in Hyéres, France, still under the name FRANCE II.

Maldives 1987 R 1 sg1246, scott1254.
Source: http://www.12mrclass.com/yacht-search/d ... 05497.html and various other web-sites.

Ilala II

The full index of our ship stamp archive

Ilala II

Postby shipstamps » Tue Jan 06, 2009 7:14 pm

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The motorship Ilala II built for service on Lake Nyasa, is featured a Nyasaland stamp of the Is. 3d. denomination and shown off Monkey Bay on the lake-1,400 miles from the coast and almost 1,600 ft. above sea level..The ship had of course to be built and dismantled before being shipped in pieces and erected on the edge of the lake.
In 1949 the Nyasaland Railways gave the contract for this specialised construction to Yarrow and Co. Ltd., Scotstoun, Glasgow who have been builders of shallow-draft craft for re-erection almost since the firm's foundation in 1866 on the Thames. In point of fact the Ilala II is herself an interesting link with the earlier history of the company for the first Ilala was built at Poplar in 1875 at a cost of £6,000. She was built to fulfil an oft-expressed wish of David Livingstone in connection with the suppression of slavery on Lake Nyasa. The old Ilala was named after the area in which Chitambo's village is situated where Livingstone died in 1873 and where his heart is interred.
In all, the Ilala II cost £120,000 and was brought in pieces by rail from Beira to Chipoka on the lake shore. Of the 780 cases in which the parts were transported the heaviest weighed 18 tons and the lightest 78 lbs. The construction of the vessel was carried out under the supervision of Sir J. H. Biles and Company and Livesey and Henderson, consulting engineers to Nyasaland Railways.
Every care has been taken to ensure that she will be able to stand up to the severe gales encountered on Lake Nyasa. The hull of the ship is sub-divided into eight watertight compartments by seven transverse bulkheads—almost double the number required for an orthodox vessel of her size. The design provides for an adequate reserve of stability and was drawn up after extensive tests had been carried out at the National Physical Laboratory. The hull embodies all the recommendations of this institution. The Ilala II is 172 ft. long (overall) and can carry a total of 365 passengers. She has a gross tonnage of 620, a moulded breadth of 301/2 ft., and a loaded draft of 7 ft. 4 in. Deadweight cargo capacity is
100 tons and a crew of 38 carried. There is accommodation on the promenade deck for the master, two officers and 12 first-class passengers in 10 well-appointed cabins. Also on the promenade deck are a large dining saloon, well-equipped toilets, bathrooms and a galley for first class passengers.
Six second-class passengers are carried and have two large cabins on the main deck forward with an adjacent dining saloon. The after end of the main deck comprises the third-class section with provisions for 350 passengers and a saloon in the hold amidships. Propelling machinery comprises two sets of Crossley 5-cylinder oil engines, rated at 425 b.h.p. for 400 r.p.m., giving a service speed of 12 knots. Early in 1951 the vessel was named and launched on the lake in the presence of the Bishop of Nyasaland and a large crowd of Africans, Europeans and Indians by Lady Colby, wife of the Governor of Nyasaland, Sir Geoffrey Colby.
Monkey Bay is near Cape Maclear where the first Scottish Mission in Central Africa was founded in 1875 by Doctor Laws who brought out the first Ilala to the lake in that year. It is interesting to recall that this pioneer craft was shipped out in pieces to Cape Town in the holds of the Walmer Castle, thence up the East coast to the mouth of the Zambesi in the schooner Hara where she was assembled to sail up the Zambesi and Shire rivers to Murchison Cataracts.
Here she was dismantled and carried overland by 800 Africans to the Upper Shire River at Matope where she was re-assembled so that she could sail into Lake Nyasa-380 miles long—seven months after leaving the United Kingdom. The Ilala was in service on the lake for 28 years in which she carried out excellent work in suppressing the slave trade then carried on by Arab dhows. Eventually the Ilala was dismantled and taken from the lake, ending her career towing barges at Chinde where she was broken up.
SG26. Sea Breezes 1/60
Malawi SG487, 549, 731, 931.
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