About Parma
It was built in Blohm & Voss shipyards in Hamburg on July 29, 1905. It had a steel body and a 3.020 grt (2,777 net) tonnage. The total length was 114.5 m (375 ft), approximately 14 m (46 ft) and draft 7.25 m (23.5 ft). 51.2 m (168 ft) was up from three direct decks and the main courtyard was width of 28 m (92 ft). It carried 3,800 m² (40,900 ft²) sailing and 16 knots (30 km/h) reached a maximum speed. The normal cruise rate was around 8-9 knots.
Ten brothers were the fifth of the ships. He was appointed on October 18, 1905 and was used by Laeisz in the South American Nitrate trade. In 1914, he did eight times to Chile, and from Hamburg to 64 to 70 days for a one -way journey to Valparaíso or Iquique, the leading ports of Nitrate at that time from Hamburg. Since October 1914, Santa Cruz de La Palma on La Palma Island on the Canary Islands. Due to the post -war conditions, until March 17, 1920, Santa Cruz de la Palma did not return to Hamburg.
In the same year, he was delivered to Italy as war compensation. On July 15, 1920, he was shot from Hamburg to Naples via Rotterdam by tugboats. The Italian government could not find a deep -water sailing ship crew, so he lay near Castellamare in the Gulf of Naples.
In 1924, F. Laeisz bought it back to £ 7,000 and opened it again in Nitrat trade. Laeisz sold her to the Finnish Gustaf Erikson transport company in 1931, which used it in Australian wheat trade.
During the World War, Pamir was seized in a way that was seized in the award port of the war on August 3, 1941 by the New Zealand government Wellington. Ten commercial expeditions were built under the flag of New Zealand: five of them to San Francisco, three to Vancouver, one to Sidney and from Sidney to Wellington during Tasman, carrying 2,700 tons of cement and 400 tons of nails. During the last Tasman journey, a storm is described in detail in a letter that has never been sent by Andrew Keyworth, one of his friends.
In 1943, when a Japanese submarine was detected, despite a close call, he survived the war without injury. As a fast -moving ship under a strong and fair wind, it did not attract the attention of the submarine commander. After the war, he made an expedition to London via Cape Horn from Wellington in 1948 and then to Auckland and Wellington from Anvers.
On November 12, 1948, he returned to the Erikson line in Wellington and went to port Victoria in the Gulf of Spencer to load Australian grain. On July 11, 1949, on the 128 -day journey of Falmouth, the last wind with a commercial burden around Cape Horn was a corruption.
Gustaf Erikson died in 1947. His son Edgar realized that he could no longer run (or Passat) for profit due to changing arrangements and union agreements regulating employment on ships; The two standard shift systems on sailing ships have been replaced with three shift systems used on motor ships and requiring more crew.
In March 1951, Belgian ship dismantlers paid £ 40,000 for him and Passat. As it was so retracted, Antwerp, the late 1920s, had gotten up to the German shipowner Heinz Schliewen, (and buy it often referred to as a sister ship for frequently). Ships were modernized with renewed compartments to host commercial maritime trainees and equipped with modern communication equipment and ballast tanks, a cooling system (eliminating the need to carry live animals for fresh meat for fresh meat).
His first trip was to return to Brazil with cement in 1952 and to Germany with iron ore. The propeller fell at the beginning of his journey, "Even if he is not the owner, he will satisfy the crew who loves the sail." The enterprise went bankrupt for a short time, but was purchased by a new consortium of 40 German shipowners. For the next five years, ships continued to set sail between Europe and the eastern coast of South America, but not around Horn's Cape. Especially, they were used as school ships carrying cargo to Argentina. Although the German public support supports this concept as maritime symbols and a source of national pride, the economic facts of the years of the war imposed restrictions on the operation. Ships were no longer profitable as transporters, and Pamir had increased technical problems such as deck leakage and serious corrosion. The consortium failed to contribute to funds or maritime companies or public donations, which has sufficiently increased from German governments, and therefore caused both ships to deteriorate.
You can find the ingredients you need to finish this product at the bottom of the page
Hobbytime Review
This ready -made wooden ship model, which has a very detailed workmanship, is an unattended gift in your friends. It is in the special wooden polls to prevent damage during transportation, and also in the cardboard parcel.
When you are asked, you can order a complete indoor plexiglass glass. As Hobbytime, we will continue to offer you more realistic and high quality products.
.