Does this mean we will get the US Virgin Islands back from the yankee pawn broker?
Last Payment to usa for lease lend WW2
- Thread starter sailorman
- Start date
sailorman
Well-Known Member
[Back to the plot though, tell me more about the £42m / month - was it a direct payment for their expenses or what? ]
we were Skint,Backs to the wall.
the yanks decided to lend the money (as long as we gave up Commonwealth ties + other conditions )
that we could use to BUY Equipment from united states companies,thus keeping the states economy booming whilst we were up to our necks in [--word removed--] n bullets /forums/images/graemlins/frown.gif
we were Skint,Backs to the wall.
the yanks decided to lend the money (as long as we gave up Commonwealth ties + other conditions )
that we could use to BUY Equipment from united states companies,thus keeping the states economy booming whilst we were up to our necks in [--word removed--] n bullets /forums/images/graemlins/frown.gif
michael_w
Well-Known Member
US Virgin Islands used to belong to Denmark, but they sold them for $25 million in 1917.
Woodlouse
Well-Known Member
[ QUOTE ]
[
JSF - and they won't even give us the bloody manual!!! /forums/images/graemlins/mad.gif
[/ QUOTE ]
We're not going to need the manual for another ten years.
[
JSF - and they won't even give us the bloody manual!!! /forums/images/graemlins/mad.gif
[/ QUOTE ]
We're not going to need the manual for another ten years.
sailorman
Well-Known Member
A total of $50.1 billion worth of supplies were shipped: $31.4 billion to Britain, $11.3 billion to the Soviet Union, $3.2 billion to France (that is, Free France) and $1.6 billion to China. Reverse Lend Lease comprised services (like rent on air bases) that went to the U.S. It totalled $7.8 billion, of which $6.8 billion came from the Britain and the Commonwealth. Apart from that, there were no repayments of supplies that arrived before the termination date. (Supplies after that date were sold to Britain at a 75% discount, or $650 million, using long-term loans from the U.S.) No lend lease money went to Canada, which operated a similar program that sent $4.7 billion in supplies to Britain and Soviet Union. [1]
This program was a decisive step away from American isolationism and towards international involvement since the end of World War I. In sharp contrast to the American loans to the Allies in World War I, there were no provisions for postwar repayments.
This program was a decisive step away from American isolationism and towards international involvement since the end of World War I. In sharp contrast to the American loans to the Allies in World War I, there were no provisions for postwar repayments.
Sy-Revolution
Well-Known Member
yup we paid them all that money and they stole our Empire to boot. Nice 'special relationship'.
sailorman
Well-Known Member
SS Richard Montgomery
how about if they took the Richard Montgomery back on a PX deal /forums/images/graemlins/cool.gif
The ship was built in 1943 by the St. Johns River Shipbuilding Company, (Est. 1942), and was the seventh of the 82 such ships built by this yard. The ship was completed July 1943, given the official ship number 243756, and named after Richard Montgomery, a celebrated Irish-American soldier of the American Revolutionary War.
In August 1944, on what was to be her final voyage, the ship left Hog Island, Philadelphia, where she had been loaded with 6,127 tons of munitions[1].
13,064 general purpose 250 lb (113 kg) bombs filled with TNT
9,022 cases of fragmentation bombs
7,739 semi-armour-piercing bombs
1,522 cases of fuses
1,429 cases of phosphorus bombs
1,427 cases of 100 lb (45 kg) demolition bombs
817 cases of small arms ammunition
She made her way from the Delaware river to the Thames estuary, then anchored while awaiting the formation of a convoy to travel to Cherbourg, France, which had already fallen to the Allies (on July 27, 1944) during the Battle of Normandy.
When she arrived off Southend she came under the authority of the Thames naval control at HMS Leigh, located at the end of the Southend Pier. It was then the harbour master, responsible for all shipping movements in the estuary who ordered Montgomery to a berth off the north edge of Sheerness middle sands, where she ran aground in a depth of 24 ft. of water at low tide.
The general dry cargo liberty ship had an average draught of 28 ft (8.5 m), Montgomery was trimmed to a draught of 31 ft (9.4 m) however, and at low water, at the height of a spring tide with a northerly wind it was inevitable the ship would run aground at its shallow mooring.
On August 20, 1944, the ship ran aground and broke her back on sand banks near the British Isle of Sheppey around 1.5 miles from Sheerness and 5 miles from Southend.
A Rochester-based Stevedore Company was given the job of removing the cargo, which began August 23, 1944 using the ship's own cargo handling equipment. By the next day, the ship's hull had cracked, causing several cargo holds at the fore end to flood. The salvage operation continued until September 25, when the ship was finally abandoned. Subsequently, the ship broke into two separate parts, roughly in the mid-section.
During the enquiry that followed, it was revealed that several ships moored nearby had noticed Montgomery drifting toward the sandbank, that they had attempted to signal an alert by sounding their sirens without avail, that throughout this Captain Wilkie of the Montgomery was asleep, and that the chief officer was unable to explain why he had not alerted the captain.
However, the ultimate reason for the disaster lies with the harbour master, who was confident that his choice of berth for the ship was safe, despite objections by the assistant harbour master who tried to have it relocated, but was countermanded by his superior. Foley, the assistant, insisted upon a written confirmation of these instructions, which was refused; with this Foley left the office.
After the disaster, Foley was posted to another department, which prevented his attendance at the enquiry, and so obscured the fact that the ship was incompetently parked by the harbour master, who then refused to consider otherwise.
how about if they took the Richard Montgomery back on a PX deal /forums/images/graemlins/cool.gif
The ship was built in 1943 by the St. Johns River Shipbuilding Company, (Est. 1942), and was the seventh of the 82 such ships built by this yard. The ship was completed July 1943, given the official ship number 243756, and named after Richard Montgomery, a celebrated Irish-American soldier of the American Revolutionary War.
In August 1944, on what was to be her final voyage, the ship left Hog Island, Philadelphia, where she had been loaded with 6,127 tons of munitions[1].
13,064 general purpose 250 lb (113 kg) bombs filled with TNT
9,022 cases of fragmentation bombs
7,739 semi-armour-piercing bombs
1,522 cases of fuses
1,429 cases of phosphorus bombs
1,427 cases of 100 lb (45 kg) demolition bombs
817 cases of small arms ammunition
She made her way from the Delaware river to the Thames estuary, then anchored while awaiting the formation of a convoy to travel to Cherbourg, France, which had already fallen to the Allies (on July 27, 1944) during the Battle of Normandy.
When she arrived off Southend she came under the authority of the Thames naval control at HMS Leigh, located at the end of the Southend Pier. It was then the harbour master, responsible for all shipping movements in the estuary who ordered Montgomery to a berth off the north edge of Sheerness middle sands, where she ran aground in a depth of 24 ft. of water at low tide.
The general dry cargo liberty ship had an average draught of 28 ft (8.5 m), Montgomery was trimmed to a draught of 31 ft (9.4 m) however, and at low water, at the height of a spring tide with a northerly wind it was inevitable the ship would run aground at its shallow mooring.
On August 20, 1944, the ship ran aground and broke her back on sand banks near the British Isle of Sheppey around 1.5 miles from Sheerness and 5 miles from Southend.
A Rochester-based Stevedore Company was given the job of removing the cargo, which began August 23, 1944 using the ship's own cargo handling equipment. By the next day, the ship's hull had cracked, causing several cargo holds at the fore end to flood. The salvage operation continued until September 25, when the ship was finally abandoned. Subsequently, the ship broke into two separate parts, roughly in the mid-section.
During the enquiry that followed, it was revealed that several ships moored nearby had noticed Montgomery drifting toward the sandbank, that they had attempted to signal an alert by sounding their sirens without avail, that throughout this Captain Wilkie of the Montgomery was asleep, and that the chief officer was unable to explain why he had not alerted the captain.
However, the ultimate reason for the disaster lies with the harbour master, who was confident that his choice of berth for the ship was safe, despite objections by the assistant harbour master who tried to have it relocated, but was countermanded by his superior. Foley, the assistant, insisted upon a written confirmation of these instructions, which was refused; with this Foley left the office.
After the disaster, Foley was posted to another department, which prevented his attendance at the enquiry, and so obscured the fact that the ship was incompetently parked by the harbour master, who then refused to consider otherwise.
sailorman
Well-Known Member
in ONE /forums/images/graemlins/mad.gif
Re: History mix-up.
Oh yes, seems I got lend-lease mixed up with the Destroyers for Bases deal.
http://www.navsource.org/Naval/deal.htm
Oh yes, seems I got lend-lease mixed up with the Destroyers for Bases deal.
http://www.navsource.org/Naval/deal.htm
simon_sluggett
Well-Known Member
Re: History mix-up.
Seems like a very poor deal for the UK, most were broken up within a few years, guess these were desperate times.
Seems like a very poor deal for the UK, most were broken up within a few years, guess these were desperate times.