HMS NYMPHE - 1793
Fantastic painting by DGM Gardner showing the naval action between Royal Navy Frigate HMS Nymphe and French Frigate Cleopatre on 18 June 1793.
It was a hard fought encounter which found the Royal navy vessel victorious.
The Nymphe spotted the Cleopatre off the Devon coast and closed to investigate, the Cleopatre initially attempted to flee but the Royal Navy vessel soon gained ground and the French vessel turned to engage. The action started at 0615 and lasted about 50 minutes culminating with the British crew boarding the French vessel and capturing her. During the engagement the Nymphe lost 50 men whilst the Cleopatre lost 63 including her Captain. The Cleopatre was towed back to England as a prize with nearly £8,000 being awarded to the Royal Navy Captain and crew. The Cleopatre was renamed HMS Oiseau and served in the Royal Navy until 1816.
It was a hard fought encounter which found the Royal navy vessel victorious.
The Nymphe spotted the Cleopatre off the Devon coast and closed to investigate, the Cleopatre initially attempted to flee but the Royal Navy vessel soon gained ground and the French vessel turned to engage. The action started at 0615 and lasted about 50 minutes culminating with the British crew boarding the French vessel and capturing her. During the engagement the Nymphe lost 50 men whilst the Cleopatre lost 63 including her Captain. The Cleopatre was towed back to England as a prize with nearly £8,000 being awarded to the Royal Navy Captain and crew. The Cleopatre was renamed HMS Oiseau and served in the Royal Navy until 1816.
China CLIPPER AMBASSADOR - 1870
Ambassador leaving the Thames at the start of her outward bound trip to China as a new ship in 1870. The China tea trade was seasonal starting in May as the teas started to arrive in the ports on the Chinese coast from the inland plantations.
HMS CreSCENT - 1805
Oil on canvas painting by George Webster photographed whilst I was in Guernsey. The painting depicts HMS Crescent off the coast of Devon in 1805. HMS Crescent played a significant role in the history of the channel Islands during the French Revolutionary wars. In 1793 Captain James Saumarez (1757-1836) whilst in command of the Crescent captured a French Frigate in a single ship action.
The following year Saumarez was conveying troops to the Channel Islands while in charge of a small squadron. Suddenly they because caught up with a superior French force and would have faced certain defeat if it was not for a local pilot, Jean Breton. He used his knowledge of the seas around Guernsey to take the squadron through a treacherous passage of rocks and escape. During this dangerous maneuver Saumarez asked the pilot if he was sure of his navigation marks. He replied "Aye Sir", pointing inland " I am quite sure, for there is your house and there is my own"
The following year Saumarez was conveying troops to the Channel Islands while in charge of a small squadron. Suddenly they because caught up with a superior French force and would have faced certain defeat if it was not for a local pilot, Jean Breton. He used his knowledge of the seas around Guernsey to take the squadron through a treacherous passage of rocks and escape. During this dangerous maneuver Saumarez asked the pilot if he was sure of his navigation marks. He replied "Aye Sir", pointing inland " I am quite sure, for there is your house and there is my own"
GOLDEN SPUR - 1864
An oil and canvas painting by an unknown artist of the Golden Spur.
She was designed for the China Sea trade, built in 1864 she was Guernseys largest sailing ship, She was also the last sailing ship built in Guernsey at Ogiers shipyard.
She was commanded by Captain William Le Lacheur (1802 - 1863) who is regarded as a hero in Guernsey as well as the central American country of Coata Rica. Le Lacheur helped to establish coffee trade between Costa Rica and Europe resulting in an influx of wealth into the country. Photographed in the castle gallery on 6 October 2018 during my weekend visit to the island of Guernsey.
She was designed for the China Sea trade, built in 1864 she was Guernseys largest sailing ship, She was also the last sailing ship built in Guernsey at Ogiers shipyard.
She was commanded by Captain William Le Lacheur (1802 - 1863) who is regarded as a hero in Guernsey as well as the central American country of Coata Rica. Le Lacheur helped to establish coffee trade between Costa Rica and Europe resulting in an influx of wealth into the country. Photographed in the castle gallery on 6 October 2018 during my weekend visit to the island of Guernsey.
SHIPS IN A BREEZE
A painting from the Wallace collection in London photographed on 24 October 2017.
The picture is called 'Ships In A Breeze' and was painted by Willem Van De Velde the younger (1633-1707).
The picture is called 'Ships In A Breeze' and was painted by Willem Van De Velde the younger (1633-1707).
DUTCH MAN OF WAR SALUTING - 1665
A painting from the Wallace collection in London photographed on 24 October 2017.
The picture is called 'Dutch Man Of War Saluting' and was painted by Willem Van De Velde in circa 1665.
Willem van de Velde lived from 1633 to 1707 and was one of the leading Dutch maritime painters of the later 17th Century. A son of Willem van De Velde the Elder who was also a painter of sea-pieces, Willem van de Velde, the younger, was instructed by his father, and afterwards by Simon de Vlieger a marine painter of repute at the time. By 1673 he had moved to England, where he was engaged by Charles II on a salary of £100, to aid his father in "taking and making draughts of sea-fights", his part of the work being to reproduce in colour the drawings of the elder Van de Velde. He was also patronized by the Duke of York and by various members of the English nobility.
He died on 6 April 1707 in London and was buried at St. James's Church. Most of Van de Velde's finest works represent views off the coast of Holland with Dutch shipping. It is said that the ships are portrayed with almost photographic accuracy and are the most precise guides available to the appearance of 17th-century ships.
The picture is called 'Dutch Man Of War Saluting' and was painted by Willem Van De Velde in circa 1665.
Willem van de Velde lived from 1633 to 1707 and was one of the leading Dutch maritime painters of the later 17th Century. A son of Willem van De Velde the Elder who was also a painter of sea-pieces, Willem van de Velde, the younger, was instructed by his father, and afterwards by Simon de Vlieger a marine painter of repute at the time. By 1673 he had moved to England, where he was engaged by Charles II on a salary of £100, to aid his father in "taking and making draughts of sea-fights", his part of the work being to reproduce in colour the drawings of the elder Van de Velde. He was also patronized by the Duke of York and by various members of the English nobility.
He died on 6 April 1707 in London and was buried at St. James's Church. Most of Van de Velde's finest works represent views off the coast of Holland with Dutch shipping. It is said that the ships are portrayed with almost photographic accuracy and are the most precise guides available to the appearance of 17th-century ships.
ENGLAND PAST and PRESENT
Print photographed in a pub on the Isle of Wight in 2015. Looking at the type of warship depicted in the present I think that the print dates to the early part of the 20th Century, possibly a bit earlier.
PORT OF LIVERPOOL PAINTING - 1836
Port of Liverpool painted by Samuel Walters (1811–1882) in 1836.
This painting depicts a number of sailing vessels battling against a northerly gale on the River Mersey.
To the left is the John Bagshaw and on the right is the anchored Maria Brandt whose crew are frantically trying to salvage a lost mast amongst the waves.
In the distance can be see paddle steamers and other sailing vessels near Princes Dock on the left and the masts of numerous vessels in Georges Dock on the right.
The church and tower of St.Nicholas can also be clearly seen.
Samuel Walters was born in London. His father was also a maritime artist and while he taught Samuel, Samuel was largely self-taught. Samuel moved to Liverpool and began to exhibit work in 1830. He became a member of the Liverpool Academy of Arts in 1841. He had work exhibited at the Royal Academy from 1842 to 1861 and also lived in London from 1845 to 1847, before returning to Liverpool to live in Bootle.
Photographed in Liverpool on 2 May 2015.
This painting depicts a number of sailing vessels battling against a northerly gale on the River Mersey.
To the left is the John Bagshaw and on the right is the anchored Maria Brandt whose crew are frantically trying to salvage a lost mast amongst the waves.
In the distance can be see paddle steamers and other sailing vessels near Princes Dock on the left and the masts of numerous vessels in Georges Dock on the right.
The church and tower of St.Nicholas can also be clearly seen.
Samuel Walters was born in London. His father was also a maritime artist and while he taught Samuel, Samuel was largely self-taught. Samuel moved to Liverpool and began to exhibit work in 1830. He became a member of the Liverpool Academy of Arts in 1841. He had work exhibited at the Royal Academy from 1842 to 1861 and also lived in London from 1845 to 1847, before returning to Liverpool to live in Bootle.
Photographed in Liverpool on 2 May 2015.
IXION - OFFICERS LOUNGE MURAL - 1951
Artist John Mansbridge painted this mural in 1951 for the officers lounge on the Blue Funnel liner Ixion.
When Alfred & Philp Holt began naming ships of the Blue Funnel Line they chose to take names from the Odyssey and Illiad. Within the mural Britannia has the face of MrsHolt who launched the vessel and Neptune has the likeness of her husband Lawrence Holt.
John Mansbridge (1901 - 1981) was an official war artist during the Second World War and was attatched to the Air Ministry. He later worked on developing camouflage. He was head of fine art at Goldsmiths College.
Photographed in LIverpool 2 May 2015
When Alfred & Philp Holt began naming ships of the Blue Funnel Line they chose to take names from the Odyssey and Illiad. Within the mural Britannia has the face of MrsHolt who launched the vessel and Neptune has the likeness of her husband Lawrence Holt.
John Mansbridge (1901 - 1981) was an official war artist during the Second World War and was attatched to the Air Ministry. He later worked on developing camouflage. He was head of fine art at Goldsmiths College.
Photographed in LIverpool 2 May 2015
FALABA
Painting of the SS Falaba photographed on 2 May 2015 at Liverpool Maritime Museum.
She was built by A. Stephen & Sons, Ltd., Glasgow in 1906 and was owned by the Elder Line.
GRT was 4,806 and she was 116m long with a 14.45m beam and 7m draft.
Her engine was a 1 x 3 cyl. triple expansion engine, single shaft, 1 screw with 4 boilers giving a top speed of 14 knots.
On 28 March 1915 Falaba was on a voyage from Liverpool to the West coast of Africa with passengers and general cargo when German Submarine U-28 stopped and sank her off the coast of Southern Ireland.
Of the 145 passengers and 95 crew, 104 lives were lost
She was built by A. Stephen & Sons, Ltd., Glasgow in 1906 and was owned by the Elder Line.
GRT was 4,806 and she was 116m long with a 14.45m beam and 7m draft.
Her engine was a 1 x 3 cyl. triple expansion engine, single shaft, 1 screw with 4 boilers giving a top speed of 14 knots.
On 28 March 1915 Falaba was on a voyage from Liverpool to the West coast of Africa with passengers and general cargo when German Submarine U-28 stopped and sank her off the coast of Southern Ireland.
Of the 145 passengers and 95 crew, 104 lives were lost
CAMPANIA AT SPITHEAD REVIEW - 1897
A painting by Parker Greenwood of the Cunard Liner Campania at the review of the fleet at Spithead on 26 June 1897 for Queen Victoria's Diamond Jubilee.
GRT = 12,950
Built by the Fairfield Shipbuilding & Engineering Co. at Goven, Scotland she was 189.6m,long with a 19.9m beam and 9m draft. She was laid down in September 1891, launched in September 1892 and undertook her maiden voyage on 22 April 1893.
Installed power was 12 double ended Scotch boilers, two five cylinder triple expansion engines (31,000shp) with propulsion provided by twin triple blade propellers. Service speed was 22 knots and she had a a top speed of 23.5 knots.
She could carry 2000 passengers and 424 crew.
Campania served as one of Cunard's major passenger liners until she was superseded in both speed and size by a succession of four-funnelled German liners. The German competition necessitated the construction of replacements for the Campania and her sister ship which came to fruition in 1907 with the appearance of the RMS Lusitania and RMS Mauretania. With the appearance of a third Cunard giant in 1914 the RMS Aquitania Campania was no longer required and her 250th and last planned voyage for Cunard commenced on 25 April 1914. On her return to Liverpool she was chartered by the Anchor Line to undertake voyages from Glasgow to New York but with the outbreak of the First World War she was called up for war duty but proved too old and managed only three voyages before being sold for scrap. Her last voyage as a passenger liner was on 26 September 1914.
Whilst awaiting demolition the Admiralty stepped in and bought her with a view of converting her to an armed merchant cruiser that could carry seaplanes. The conversion was carried out at the Cammell Laird shipyard in Birkenhead. Her interior was completely gutted, and room made inside to store up to 14 aircraft. She was also equipped with eight 4.7" guns.The conversion was completed in 1915 and two weeks later she joined the fleet at Scapa Flow as HMS Campania her task being to send aeroplanes ahead to scout for the German fleet.
After a short period a 49m flight was added to the front of the ship to enable aircraft to take off directly from the ship without being lowered into the water.
Trials following this conversion indicated that the deck was too short, so it was extended to 67m. The alterations required the removal of the forward part of the superstructure, and the first funnel which was replaced by two narrower funnels on each side. The aft deck was also cleared with the aft mast removed so that she could also serve as an Observation Balloon Ship.
She served in the Royal Navy up until 5 November 1918 which was just six days before the armistice was signed, when she was involved in an accident in the Firth of Forth during high winds. Campania dragged her anchor in a sudden squall and at 03:45 struck the bow of the battleship Royal Oak and then dragged along the side of the battle cruiser HMS Glorious. She then began to sink stern first. A few hours later an explosion (presumed to be a boiler) sent her to the bottom.
GRT = 12,950
Built by the Fairfield Shipbuilding & Engineering Co. at Goven, Scotland she was 189.6m,long with a 19.9m beam and 9m draft. She was laid down in September 1891, launched in September 1892 and undertook her maiden voyage on 22 April 1893.
Installed power was 12 double ended Scotch boilers, two five cylinder triple expansion engines (31,000shp) with propulsion provided by twin triple blade propellers. Service speed was 22 knots and she had a a top speed of 23.5 knots.
She could carry 2000 passengers and 424 crew.
Campania served as one of Cunard's major passenger liners until she was superseded in both speed and size by a succession of four-funnelled German liners. The German competition necessitated the construction of replacements for the Campania and her sister ship which came to fruition in 1907 with the appearance of the RMS Lusitania and RMS Mauretania. With the appearance of a third Cunard giant in 1914 the RMS Aquitania Campania was no longer required and her 250th and last planned voyage for Cunard commenced on 25 April 1914. On her return to Liverpool she was chartered by the Anchor Line to undertake voyages from Glasgow to New York but with the outbreak of the First World War she was called up for war duty but proved too old and managed only three voyages before being sold for scrap. Her last voyage as a passenger liner was on 26 September 1914.
Whilst awaiting demolition the Admiralty stepped in and bought her with a view of converting her to an armed merchant cruiser that could carry seaplanes. The conversion was carried out at the Cammell Laird shipyard in Birkenhead. Her interior was completely gutted, and room made inside to store up to 14 aircraft. She was also equipped with eight 4.7" guns.The conversion was completed in 1915 and two weeks later she joined the fleet at Scapa Flow as HMS Campania her task being to send aeroplanes ahead to scout for the German fleet.
After a short period a 49m flight was added to the front of the ship to enable aircraft to take off directly from the ship without being lowered into the water.
Trials following this conversion indicated that the deck was too short, so it was extended to 67m. The alterations required the removal of the forward part of the superstructure, and the first funnel which was replaced by two narrower funnels on each side. The aft deck was also cleared with the aft mast removed so that she could also serve as an Observation Balloon Ship.
She served in the Royal Navy up until 5 November 1918 which was just six days before the armistice was signed, when she was involved in an accident in the Firth of Forth during high winds. Campania dragged her anchor in a sudden squall and at 03:45 struck the bow of the battleship Royal Oak and then dragged along the side of the battle cruiser HMS Glorious. She then began to sink stern first. A few hours later an explosion (presumed to be a boiler) sent her to the bottom.
RMS MAURETANIA
Painting by Burmell Poole dated London June, 1919.
Ship depicted is the RMS Mauretania in her dazzle camouflage which she carried in the later stages of the First World War.
During the war she operated as a troop ship and hospital ship.
She was ordered in 1904 and built by Swan Hunter, Tyne & Wear, UK. She was laid down in August 1904, launched September 1906 and her maiden voyage was on 16 November 1907. Retiring from service in 1934 she was scrapped at Rosyth in 1935.
GRT was 31,938 and she was 240.8m long with a 26.8m beam and 10.1m draft.
Propulsion was via Parsons steam turbines and initially triple bladed propellers which were later changed to four bladed versions.
She could carry 2,165 passengers.
Ship depicted is the RMS Mauretania in her dazzle camouflage which she carried in the later stages of the First World War.
During the war she operated as a troop ship and hospital ship.
She was ordered in 1904 and built by Swan Hunter, Tyne & Wear, UK. She was laid down in August 1904, launched September 1906 and her maiden voyage was on 16 November 1907. Retiring from service in 1934 she was scrapped at Rosyth in 1935.
GRT was 31,938 and she was 240.8m long with a 26.8m beam and 10.1m draft.
Propulsion was via Parsons steam turbines and initially triple bladed propellers which were later changed to four bladed versions.
She could carry 2,165 passengers.
PILOT SLOOP No.6 - IRLAM
Liverpool Pilot Sloop No.6 'Irlam' in Liverpool Bay, this was painted by Samuel Walters (1811-1882) in 1824.
Irlam was built in Liverpool in 1831 and served as a pilot sloop until 1852 when she was sold.
She was lost near Warren Point, Northern Ireland later in 1852
Irlam was built in Liverpool in 1831 and served as a pilot sloop until 1852 when she was sold.
She was lost near Warren Point, Northern Ireland later in 1852
SS CITY OF PARIS - 1865
Oil on canvas painting dated 1874 by W.Williams of the City of Paris.
She was built in 1865 for the Inman Line in Glasgow by Tod McGregor and launched on 13 December 1865, she undertook her maiden voyage on 21 March 1866 when she left Liverpool for Queenstown and New York.
City of Paris was a 2,556 gross ton ship with a length of 346ft and 40ft beam, constructed from iron she had one funnel, three masts (rigged for sail) and a single screw giving her a speed of 13 knots.
After four years of service she was lengthened to 397 feet and re-engined with compounds in response to innovative ships being built for other shipping lines, this raised her tonnage to 3,100 and her capacity to 150 cabin and 400 steerage.
In 1879 she grounded outside Smithstown while taking troops to South Africa, after her return she was re-engined again.
After many transatlantic voyages her final Liverpool - New York sailing commenced on 4 September 1883, she was then relieved from the express service by the SS City of Chicago and was sold to A Hoffnung & Co, London.
In March 1884 she was one of the ships to participate in the 1878 to 1911 wave of immigration to Hawaii and arrived on 13 June 1884 in Honolulu with 824 immigrants from the Azores and Madeira to work as contract labour in the Hawaiian sugar plantations. She was subsequently sold to French owners who chartered her to the French Government who renamed her Tonquin to carry troops from Marseille to Tonkin, she sank on 4 March 1885 off Malaga after a collision with another French vessel, with the loss of the master and 23 crew.
The Inman Line commenced their transatlantic operations in 1850. The company was founded as the "Liverpool & Philadelphia Steamship Company" by the Richardson Brothers & Co. with William Inman as a partial owner. In 1854 however William Inman took the sole ownership of the line. The line first operated between Liverpool and Philadelphia carrying only first-class cabin passengers, the vessels were however quickly changed to permit the accommodation of emigrant passengers.
In 1857 the port of New-York was decided upon as the Western terminus of the route. In the winter of 1856-7 the Delaware River was frozen over and a vessel of the line seeking a harbour put into New-York. This incident apparently led to the establishment of the office in New York. The official name of the line was then changed to the "Liverpool, New-York and Philadelphia Steam-ship Company". In 1875 the official name of company was changed to "Inman Steamship Company Ltd".
The owner of the Company, William Inman was born in England in 1825 and died at his home in Cheshire in July 1881. In 1886 the Company ran into financial difficulties and was acquired by International Navigation Co.Ltd owners of the Red Star Line and America Line. The name of the business was then changed to "The Inman and International Steamship Co."
Photographed in Liverpool Maritime Museum 2 May 2015.
She was built in 1865 for the Inman Line in Glasgow by Tod McGregor and launched on 13 December 1865, she undertook her maiden voyage on 21 March 1866 when she left Liverpool for Queenstown and New York.
City of Paris was a 2,556 gross ton ship with a length of 346ft and 40ft beam, constructed from iron she had one funnel, three masts (rigged for sail) and a single screw giving her a speed of 13 knots.
After four years of service she was lengthened to 397 feet and re-engined with compounds in response to innovative ships being built for other shipping lines, this raised her tonnage to 3,100 and her capacity to 150 cabin and 400 steerage.
In 1879 she grounded outside Smithstown while taking troops to South Africa, after her return she was re-engined again.
After many transatlantic voyages her final Liverpool - New York sailing commenced on 4 September 1883, she was then relieved from the express service by the SS City of Chicago and was sold to A Hoffnung & Co, London.
In March 1884 she was one of the ships to participate in the 1878 to 1911 wave of immigration to Hawaii and arrived on 13 June 1884 in Honolulu with 824 immigrants from the Azores and Madeira to work as contract labour in the Hawaiian sugar plantations. She was subsequently sold to French owners who chartered her to the French Government who renamed her Tonquin to carry troops from Marseille to Tonkin, she sank on 4 March 1885 off Malaga after a collision with another French vessel, with the loss of the master and 23 crew.
The Inman Line commenced their transatlantic operations in 1850. The company was founded as the "Liverpool & Philadelphia Steamship Company" by the Richardson Brothers & Co. with William Inman as a partial owner. In 1854 however William Inman took the sole ownership of the line. The line first operated between Liverpool and Philadelphia carrying only first-class cabin passengers, the vessels were however quickly changed to permit the accommodation of emigrant passengers.
In 1857 the port of New-York was decided upon as the Western terminus of the route. In the winter of 1856-7 the Delaware River was frozen over and a vessel of the line seeking a harbour put into New-York. This incident apparently led to the establishment of the office in New York. The official name of the line was then changed to the "Liverpool, New-York and Philadelphia Steam-ship Company". In 1875 the official name of company was changed to "Inman Steamship Company Ltd".
The owner of the Company, William Inman was born in England in 1825 and died at his home in Cheshire in July 1881. In 1886 the Company ran into financial difficulties and was acquired by International Navigation Co.Ltd owners of the Red Star Line and America Line. The name of the business was then changed to "The Inman and International Steamship Co."
Photographed in Liverpool Maritime Museum 2 May 2015.
SERVIA - 1881
I was surveying some 19th Century buildings last week that are due to be demolished for a new development and noticed this large framed print leaning against a wall in one of the rooms. The print was damaged by damp but I still managed to get a decent photograph with my phone despite the poor light being given off by the single bulb hanging from the ceiling.
The ship is a three masted twin funnelled steamer dating back to the 19th century. I could not see a name on the vessel and at first thought it might not be a real ship but based on the fact she is flying the red ensign at the stern, with the American flag on her first mast with a orange flag with a yellow or gold lion on the second mast I thought I would undertake some research to try and identify her.
The shipping line flag was identified as being Cunard line which helped immensely and it was not long before her identity became apparent.
She is the Cunard steamer Servia which was built in 1881 by J& Thomson Ltd, Glasgow in 1881. Of 7,391 gross tons she was 532 feet long, 52 feet wide with compound engines and a single screw propeller. Her service speed was 17 knots (although on sea trials she made 17.8 knots) and she could accommodate 1,050 passengers (450 first class and 600 third class) in addition to 200 crew.
Passenger areas were elegant and her main dining salon was 74 feet long and 49 feet wide and could seat 350 passengers. She also had suites with double beds, dressings areas and wardrobes.
Her three masts had a full set of square sails, fore and aft sails and headsails.
Servia was the first Cunard vessel to be built of steel and to have electric illumination.
She undertook her maiden voyage from Liverpool to New York on 26 November 1881 and undertook 171 round trips across the Atlantic before being retired and sold after 20 years service to the Thomas Ward Scrap Yard in Preston to where she was towed and dismantled.
The ship is a three masted twin funnelled steamer dating back to the 19th century. I could not see a name on the vessel and at first thought it might not be a real ship but based on the fact she is flying the red ensign at the stern, with the American flag on her first mast with a orange flag with a yellow or gold lion on the second mast I thought I would undertake some research to try and identify her.
The shipping line flag was identified as being Cunard line which helped immensely and it was not long before her identity became apparent.
She is the Cunard steamer Servia which was built in 1881 by J& Thomson Ltd, Glasgow in 1881. Of 7,391 gross tons she was 532 feet long, 52 feet wide with compound engines and a single screw propeller. Her service speed was 17 knots (although on sea trials she made 17.8 knots) and she could accommodate 1,050 passengers (450 first class and 600 third class) in addition to 200 crew.
Passenger areas were elegant and her main dining salon was 74 feet long and 49 feet wide and could seat 350 passengers. She also had suites with double beds, dressings areas and wardrobes.
Her three masts had a full set of square sails, fore and aft sails and headsails.
Servia was the first Cunard vessel to be built of steel and to have electric illumination.
She undertook her maiden voyage from Liverpool to New York on 26 November 1881 and undertook 171 round trips across the Atlantic before being retired and sold after 20 years service to the Thomas Ward Scrap Yard in Preston to where she was towed and dismantled.
HMY VICTORIA & ALBERT - 1901
Framed picture of the royal yacht HMY Victoria and Albert.
The picture was on the wall next to my table in a pub in Cowes where I enjoyed a couple of pints after an evening walk along the seafront back in April.
My photograph is not great due to reflections from the lights in the room.
The picture is from a supplement to Ships & Ship Models and is dated May 1937.
HMY Victoria and Albert was designed by Sir William White, built In Pembroke Docks at the cost of £572,000 she was launched in 1899 and commissioned in Portsmouth on 23 July 1901. She was the third yacht to be named Victoria and Albert and was fitted with steam engines fired by Belleville water tube boilers. Nearly all the crew off the previous Royal yacht were transferred to the new vessel which with an additional 100 crew gave the ship a total complement of 336.
The vessel measured 120m long with a 12m beam and had a tonnage of 4,700.
Completed after the death of Queen Victoria she was first used by King Edward VII in August 1901 to cross the channel to attend the funeral of his sister in Germany, Edward VII later used the yacht for cruising and visited countries throughout Europe as well as during fleet reviews.
She was decommissioned as the royal yacht in 1939 and after service during World War 2 as a depot and accommodation ship was broken up at Faslane in 1954.
The picture was on the wall next to my table in a pub in Cowes where I enjoyed a couple of pints after an evening walk along the seafront back in April.
My photograph is not great due to reflections from the lights in the room.
The picture is from a supplement to Ships & Ship Models and is dated May 1937.
HMY Victoria and Albert was designed by Sir William White, built In Pembroke Docks at the cost of £572,000 she was launched in 1899 and commissioned in Portsmouth on 23 July 1901. She was the third yacht to be named Victoria and Albert and was fitted with steam engines fired by Belleville water tube boilers. Nearly all the crew off the previous Royal yacht were transferred to the new vessel which with an additional 100 crew gave the ship a total complement of 336.
The vessel measured 120m long with a 12m beam and had a tonnage of 4,700.
Completed after the death of Queen Victoria she was first used by King Edward VII in August 1901 to cross the channel to attend the funeral of his sister in Germany, Edward VII later used the yacht for cruising and visited countries throughout Europe as well as during fleet reviews.
She was decommissioned as the royal yacht in 1939 and after service during World War 2 as a depot and accommodation ship was broken up at Faslane in 1954.
