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 VALKYRIE III was withdrawn immediately after the start of the third race and DEFENDER ran over the course unchallenged and successfully defended the America's Cup.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.


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? . ... 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: ... 05497.html and various other web-sites.


Built as a battleship under yard No 640 by Schichau, Danzig for the Imperial German Navy.
03 August 1898 keel laid down.
21 April 1900 Launched as the KAISER BARBAROSSA, named after Frederick I. Barbarossa.
Displacement 11,599 tons full load, dim. 125.3 20.4 x 7.89 m. (draught). Lpp. 120.9 m.
Powered by triple expansion steam engines, 13,000 ihp, three shafts, speed 17.5 knots.
Range by a speed of 10 knots, 3,940 mile.
Armament: 4 – 24 cm, 18 – 15 cm, 12 – 8.8 cm and 12 – 1pdr. guns. 6 – 45 cm torpedo tubes.
Crew 39 officers and 612 enlisted.
10 June 1901 commissioned.

SMS KAISER BARBAROSSA (His Majesty's Ship Emperor Barbarossa) was a German pre-dreadnought battleship of the Kaiser Friedrich III class. The ship was built for the Imperial Navy, which had begun a program of expansion at the direction of Kaiser Wilhelm II. She was constructed at Schichau, in Danzig. KAISER BARBAROSSA was laid down in August 1898, launched on 24 April 1900, and completed in June 1901, at the cost of 20,301,000 Marks. The ship was armed with a main battery of four 24-centimeter (9.4 in) guns in two twin gun turrets.
KAISER BARBAROSSA served with the German navy from her commissioning in 1901, though her active career was limited due to two lengthy stays in drydock. The first was for repairs following damage to her rudder in 1903, which lasted until early 1905, and the second for a major modernization, which began immediately after the conclusion of repair work in 1905 and lasted until late 1907. She returned to service for another two years, before being decommissioned in 1909 and placed in the reserve division. She continued to participate in fleet training exercises for the next three years.
Following the outbreak of World War I in August 1914, KAISER BARBAROSSA and her sisters were mobilized as coastal defense ships in the V Battle Squadron and assigned to the North and Baltic Seas. She saw no combat during the war, and due to a shortage of crews, the ships were withdrawn from active duty in February 1915 and relegated to secondary duties. KAISER BARBAROSSA was briefly used as a torpedo target ship for most of 1915 and thereafter spent the remainder of the war as a prison ship in Wilhelmshaven. Following the end of the war in 1918, KAISER BARBAROSSA was decommissioned and sold for scrap metal. The ship was broken up in 1919–1920.
KAISER BARBAROSSA was 125.3 m (411 ft) long overall and had a beam of 20.4 m (67 ft) and a draft of 7.89 m (25.9 ft) forward and 8.25 m (27.1 ft) aft. She displaced up to 11,599 t (11,416 long tons; 12,786 short tons) at full load. The ship was powered by three 3-cylinder vertical triple-expansion steam engines that drove three screw propellers. Steam was provided by four Marine-type and eight cylindrical boilers, all of which burned coal. KAISER BARBAROSSA’s powerplant was rated at 13,000 indicated horsepower (9,700 kW), which generated a top speed of 18 knots (33 km/h). She had a normal crew of 39 officers and 612 enlisted men.
KAISER BARBAROSSA’s armament consisted of a main battery of four 24 cm (9.4 in) SK L/40 guns in twin gun turrets,[a] one fore and one aft of the central superstructure.[2] Her secondary armament consisted of eighteen 15 cm (5.9 inch) SK L/40 guns and twelve 8.8 cm (3.45 in) SK L/30 quick-firing guns. The armament suite was rounded out with six 45 cm torpedo tubes, all in above-water swivel mounts. The ship's belt armor was 300 mm (11.8 in) thick, and the deck was 65 mm (2.6 in) thick. The conning tower and main battery turrets were protected with 250 mm (9.8 in) of armor plating, and the secondary casemates received 150 mm (5.9 in) of armor protection.[1]
Service history
Kaiser Wilhelm II, the emperor of Germany, believed that a strong navy was necessary for the country to expand its influence outside continental Europe. As a result, he initiated a program of naval expansion in the late 1880s; the first battleships built under this program were the four Brandenburg-class ships. These were immediately followed by the five Kaiser Friedrich III-class battleships, of which KAISER BARBAROSSA was a member. KAISER BARBAROSSA’s keel was laid down on 3 August 1898, at the Schichau-Werke in Danzig, under construction number 640. She was ordered under the contract name "A" as an addition to the fleet. KAISER BARBAROSSA was launched on 21 April 1900, and then-Vizeadmiral (Vice Admiral) Alfred von Tirpitz, the State Secretary of the Reichsmarineamt (RMA—Imperial Navy Office), gave the launching speech, and the new battleship was christened by Princess Luise Sofie of Prussia. Sea trials began on 4 May 1901, during which two tests were recorded: a 50-hour endurance test and a 6-hour speed test. The former produced a sustained speed of 15.5 kn (28.7 km/h; 17.8 mph), while the latter saw a maximum speed of 18 kn (33 km/h; 21 mph).[5] and on 10 June she was commissioned into the fleet in Kiel. The final cost of the vessel was 20,301,000 marks.
Following her commissioning, KAISER BARBAROSSA was assigned to the I Squadron of the fleet, which shortly thereafter went on a cruise to Spain. While moored in Cadiz, the ships met the four Brandenburg-class ships, which were returning from their expedition to suppress the Boxer Rebellion in China. From 22 August to 21 September, KAISER BARBAROSSA participated in the annual autumn maneuvers of the entire fleet. While in the Danzig Bay, the fleet conducted a naval review for the visiting Tsar Nicholas II of Russia. The winter cruise in December went to southern Norway. In April and May 1902, the squadron went on a training cruise to Britain, followed by a tour of the Kiel Week sailing regatta in late June. The ships then took part in another training cruise to Norway in July and then the autumn maneuvers, which began in the Baltic and concluded in the North Sea with a fleet review in the Jade. During the exercise, which lasted from 17 August to 18 September, KAISER BARBAROSSA and the rest of I Squadron were assigned to play both the role of the German fleet and hostile forces. The usual winter cruise went to Bergen, Norway that year.
In 1903, the fleet, which was composed of only one squadron of battleships, was reorganized as the "Active Battle Fleet." KAISER WILHEM DER GROSSE remained in the I Squadron along with her sister ships and the newest Wittelsbach-class battleships, while the older Brandenburg-class ships were placed in reserve in order to be rebuilt. The first quarter of 1903 followed the usual pattern of training exercises. The squadron went on a training cruise in the Baltic, followed by a voyage to Spain that lasted from 7 May to 10 June. The ship suffered some minor damage to her rudder, which necessitated temporary repairs at the Kaiserliche Werft (Imperial Shipyard) in Kiel from the end of July to 21 August. She thereafter took part in the autumn maneuvers and the winter cruise in the eastern Baltic and the Skagerrak. The autumn maneuvers consisted of a blockade exercise in the North Sea, a cruise of the entire fleet first to Norwegian waters and then to Kiel in early September, and finally a mock attack on Kiel. The exercises concluded on 12 September. The winter training cruise began on 23 November in the eastern Baltic and continued into the Skagerrak in early December. On 15 December, KAISER BARBAROSSA was decommissioned for permanent repairs to her rudder, which lasted until January 1905. She did not return to service, however, and instead began a major reconstruction.
During the modernization, four of her 15 cm guns were removed and two 8.8 cm guns were added. All twelve machine guns were removed, as was the ship's stern-mounted torpedo tube. KAISER BARBAROSSA’s superstructure was also cut down to reduce the ship's tendency to roll excessively and her military masts were replaced with lighter pole masts. The ship's funnels were also lengthened. KAISER...


The full index of our ship stamp archive


Postby aukepalmhof » Sun May 17, 2009 9:17 pm

Click image to view full size
Built in 1843 as a wooden three masted ship, on the yard of Henderick & Rowan, Glasgow for account of McNeil & Co., Glasgow.
Tonnage 428 tons, dim. 107.7 x 24.4 x 18.2ft.
Bark rigged.
Delivered July 1843.

Built for the trade between the U.K and India.
26 March 1853, chartered by the British Government for three years as transport vessel.
22 May 1853 she sailed from London, under command of Capt. John McKenzie, for Baffin Bay in search for the lost Sir John Franklin expedition. Her ice master was George Sabiston, I can remember that even in the 1960s ships of the company I was sailing for used ice masters when they were loading in Greenland ports, the ice master or pilot is mostly a experienced captain who knows the waters and ice situation well in that area. On that voyage she had a crew of 20 (21other source) men including the master and ice master.

07 Oct. 1853 it was reported that she was lost, when her companion ship the PHOENIX arrived at Thurso, North Scotland. It was reported that on 21 August 1853 she was crushed by shifting ice and sank in 15 minutes off Beechey Island. The crew was saved by the PHOENIX.
19 October 1853 the rescued crew arrived at London.

The following is an excerpt from the August 21, 1853 journal entry by William H. Fawckner, Royal Navy Officer on the BREADALBANE.

About ten minutes past four a.m., the ice passing the ship awoke me, and the door of my cabin from the pressure opened: I immediately hurriedly put on my clothes, and on getting up found some hands on the ice, endeavoring to save the boats, but they were instantly crushed to pieces; they little thought, when using their efforts to save the boats, that the BREADALBANE was in so perilous a situation. I went foreward to hail the PHOENIX, for men to save the boats, and whilst doing so, the ropes by which we were secured parted, and a heavy nip took the ship making every timber in her creak, and the ship tremble all over. I looked in the main hold, and saw the beams given away; I hailed those on the ice and told them of our critical situation, they not for one moment suspecting it. I then rushed to my cabin, hauled out my portmanteau on the deck, and roared like a bull to those in their beds to jump out and save their lives. The starling effects on them might be more easily imagined than described. On reaching the deck those on the ice called out to me to jump over the side, that the ship was going over…

Everyone then abandoned the ship, with what few clothes they saved – some with only what they had on… The ship now began to sink fast, and from the time her bowsprit touched the ice, until her mastheads were out of sight, did not occupy above one minute and a half. It was a very sad and unceremonious way of being turned out of our ship. For the first time the first nip took her, until her disappearance, did not occupy more that fifteen minutes.
I, as well all the spectators of the last of BREADALBANE, was astonished at the rapid manner in which she went down… I can not easily imagine why the two missing Arctic ships (EREBUS and TERROR) have never been heard of, and it is but too probable in my mind, they were lost not many miles from my old vessel, and that all hands met with a watery grave.

On 13 August 1980 the hull of the BREADALBANE was rediscovered by a team of scientists in a position 74 41 N and 91 50W.

On the stamp, only her steering wheel is depict.

Canada 1987 36c sg1239, scott?

Information I got from the World Ship Society:
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Postby john sefton » Sun Jan 16, 2011 11:16 am

Extract from an article by J B Maclnnis National Geographic July 1983.
Far below the surface of the hostile sea, tomorrows technology unlocks the secrets of a long‑dead vessel.
She is BREADALBANE, a British Bark launched in 1843 and lost a decade later in the ice of Canadas Northwest Passage while aiding in the search for survivors of the ill‑fated Franklin Expedition. She is the nothernmost shipwreck ever discovered on the seafloor.
During his six long years of research and exploration for BREADALBANE Dr Maclnnis got his real first view of the vessel on 13 August 1980 in a ghostly side scan sonar image.
Entombed beneath six feet of surface ice and 340 feet of arctic water, the ship appeared far beyond human reach or ability to explore. Yet only 3 years later, in early May, a diver touched down on BREADALBANE'S deck in a revolutionary submersible destined to extend mans reach under the sea. Dubbed WASP for its resemblance to that insect, it is also referred to as “a submarine you wear''. The 'wheel of misfortune' that guided BREADALBANE in her final moments before storm driven ice punctured her hull and sent her to the bottom off Beechy Island in Canadas high Arctic was beautifully preserved by near‑freezing temperatures and an absence of pollution or marine borers, was promptly flown to the world famous Parks Canada conservation facility in Ottawa.
By some miracle all the 21 crewmen aboard managed to scramble to safety on the surrounding ice and joined an accompanying ship.

Stamp issue: Canada 1987.. SG1239. shows BREADALBANE' S wheel
john sefton
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