Treaties can lead to unexpected complications. This is amply demonstrated in the series of naval restriction treaties inked between the two world wars. The only
real winners of World War One were the Empire of Japan and the United States. Japan used the war to gobble up the German colonies in the Pacific and to greatly
expand the Japanese Navy. The United States adopted a huge naval building program. Great Britain and France were economically prostrate from their monetary
expenditures, not to mention their personnel and material loses. For the Royal Navy, many of the ships which fought in the war were worn out. With the exception
of the
Hood Class of which four were ordered but only Hood was completed after the war, there were no new capitol ship designs or building. In the United States
there was a movement for isolation and greatly reduced naval construction. In 1921 the United States invited the major powers to come to Washington DC for a
naval disarmaments conference. The result was the Washington Treaty of 1922. The main result was the restrictions on battleship construction. Both Japan and the
United States agreed to scrap some of their new construction and to convert two battlecruisers into aircraft carriers. However, cruisers were also considered and
qualitative restrictions were implemented. Cruisers were to have a maximum displacement of 10,000-tons and guns no greater than 8-inches. There were no
restrictions on the quantity of cruisers that could be built by the powers.
The qualitative restrictions were fine for Japan and the United States but Great Britain soon found that the lack of quantitative restrictions posed a problem. As in
most cases the maximum treaty limit became the standard and all the naval powers, including Great Britain, were racing to complete 8-inch gun cruisers of
10,000-tons. Great Britain was in poor financial shape and the labor government canceled some cruiser construction to fund social projects. The Royal Navy
could not afford to build the quantity of cruisers that were needed for fleet work and to cruise the far flung British trade routes. They would soon be at a
disadvantage in terms of numbers or quality, if not both, if the other powers continued to build with no quantitative limit. In 1927 at Geneva the United Kingdom
sought to limit cruiser construction to 8,000-tons, which would help the Royal Navy in producing the quantity of cruisers needed. However, the United States was
adamant at retaining the 10,000-ton limit. The Geneva conference resulted in nothing. The next attempt was the London conference of 1930. This time a
quantitative limit on total cruiser tonnage was agreed upon. It was in the middle of the Great Depression and no country could afford unlimited construction. In a
compromise that worked for both the US Navy and Royal Navy, cruisers were divided into two classes, light cruisers with guns no greater than six-inches and
heavy cruisers with guns no greater than 8-inches. The terms light and heavy had nothing to do with the displacement of the ships, just their maximum armament.
The maximum displacement remained at 10,000-tons for both types.
Great Britain thought that the other two major powers would follow the Royal Navy’s example of building a larger number of smaller light cruisers. The Brits were
wrong. Japan designed the
Mogami Class with fifteen 6-inch guns, followed by the USN Brooklyn Class, also with fifteen 6-inch guns. While the IJN and USN
were constructing 10,000-ton light cruisers, the RN was building light cruisers of eight or six 6-inch guns. In Great Britain there was a public outcry over the
Royal Navy building cruisers that were significantly inferior to the other powers. The result was that the Royal Navy followed the pack with the
Town Class
cruisers of 10,000-tons and twelve 6-inch guns. In 1937 the powers met again at London. The London Treaty of 1937 had significant consequences, especially for
the Royal Navy. Battleship main guns were to be no greater than 14-inches. Japan did not sign the treaty because it couldn’t get parity with Great Britain and the
United States, so the treaty had an escape clause in the treaty that would allow signatory countries to ignore treaty restrictions if Japan did not sign the treaty by a
certain date. In terms of battleships the USN decided to wait to see if Japan would sign the treaty before finalizing their
North Carolina battleship design. When
Japan still failed to sign the treaty the North Carolina was constructed with 16-inch guns rather than 14-inch guns. The Royal Navy thought that they couldn’t wait
for their new battleship design and accordingly the
King George V Class was built with ten 14-inch guns, making this class the weakest of the modern battleship
designs in terms of main armament. Cruiser construction was also considered in the London Treaty of 1937. Great Britain finally got a lower displacement
limitation. Instead of 10,000-tons, the new maximum displacement for future cruiser construction was set at 8,000-tons with no quantitative limit. All of the USN
Brooklyn Class light cruisers and the solitary USS Wichita heavy cruiser were already under construction and were not impacted. The next USN cruiser design
was the
Atlanta Class AA cruiser, which was clearly under the 8,000-tons limit on displacement.

The problem for the Royal Navy was to duplicate the power of the
Town Class light cruisers but with 2,000-tons less displacement. Since the Dido Class had
already been designed, one option was to improve upon that design with another option to produce a new 6-inch gun design. The first three designs, K23A, K23B
and K26, all had three triple 6-inch turrets. A design with a heavier 6-inch gun armament and designs using the 5.25-inch guns of the
Dido Class were then
requested. This resulted in K27 with twelve 6-inch guns and K28 with ten 6-inch guns, along with eight designs mounting 5.25-inch guns (K25A through K25H)
with fourteen 5.25-inch guns, except design K25F with sixteen 5.25-inch guns. The twelve 6-inch guns in the K27 design incorporated three quadruple gun turrets.
The design for the quadruple turret was not finished and would add at least six months to construction time. Requirements for three more 6-inch gun designs were
placed using triple 6-inch gun turrets, resulting in designs K29, K30 and K31. The Director of Naval Construction (DNC) liked the 5.25-inch K25G design but the
present and future planed 6-inch gun Japanese cruisers swayed the final choice to the K31 design, which became the
Fiji Class, known as the Colony Class, as the
ships were all named after British Colonies of the time.
The Fiji Class was a problem in design. How do you pack the same main armament of the Town Class cruisers with 2,000-tons less displacement. Although there
is a resemblance, the
Fiji Class cruisers were not scaled-down Towns. With weight a premium everything had to be done to squeeze 10-pounds into an 8-pound
sack. The British designers were very successful and in many regards the
Fiji Class were better ships than the Town Class. They carried the same twelve 6-inch
guns of an improved, more efficient design, as well as the same eight 4-inch (Mk XVI) twin gun mount secondary guns. The cut-off transom stern of the
Fiji Class
conferred benefits not found in the
Towns. This gave the ship a better underwater form and more space at the stern. Accounts reflect that the Colony cruisers were
more spacious and comfortable for the crew than the
Town Class cruisers. The final design was approved in November 1937 and the first five Colonies were
ordered in December as part of the 1937 Programme. Four more were ordered in March 1938 in the 1938 Programme. Between February 8, 1938 and November
30, 1938 nine ships of the class were laid down. Two more were ordered in 1the 1939 Programme but these two,
Bermuda and Newfoundland along with
Uganda, were built to a modified design without X turret. These three were called the Uganda Class. To save weight torpedo tubes had been omitted but space for
them was left just in case weight was saved during construction. Likewise quadruple pom-poms were not fitted and Vickers quadruple .50 machine gun mounts
were used in their place to save weight. The armored belt was a maximum of 3.5-inches, an inch thinner than the
Towns belt. Only one main gun director was
mounted on the crown of X turret. There were no weight savings and the
Fiji came in over treaty weight at 8,212-tons without torpedo tubes. After the start of
World War Two torpedo tubes were mounted and quad pom-poms replaced the Vickers MG mounts. As designed the
Fiji Class cruisers were 555-feet 6-inches in
length (oa)(169.31m), 538-feet (pp)(163.98m). Beam was 62-feet (19.9m) and draught was 19-feet 10-inches (6.04m) mean. Displacement was 8,212-tons
(standard), 10,450-tons (full load). The plant consisted on four Admiralty 3-drum oilers providing the steam for Parsons turbines for the four shafts for 80,000shp
with a maximum speed of 32.25knots.
HMS Jamaica was part of the 1938 Programme and ordered in March 1938. She was ordered from VA (Barrow) and laid down the following month on April 28,
1938 as the first of the 1938 Programme ships and two months ahead of
HMS Kenya of the 1937 Programme. The orders for the 1937 Programme (December 1937)
and the 1938 Programme (March 1938) were so closely spaced that they were all laid down in 1938 with the exception of
HMS Uganda. Jamaica was launched
November 16, 1940 and completed on June 29, 1942. Unlike most cruisers of the Royal Navy, which operated in many different theaters during the war,
spent almost all of her operational time in the most inhospitable theater of them all, the Arctic.

November 1942 saw
HMS Jamaica operating in a different theater from her usual Arctic duties. She was assigned to support Operation Torch, the allied landings in
North Africa. In this operation she was part of the Center Task Force. Because of the need for merchant shipping to support Operation Torch, the Arctic convoys to
the Soviet Union had been suspended. Stalin was promised their resumption after Torch had been completed. In December 1942
Jamaica was back to her normal
operational status of providing support for the Artic convoys. There had been such a backlog during Torch that the initial resumption of Arctic convoys had to be
broken down into two parts, JW 51A and JW 51B. JW 51A left in mid-December 1942 with
HMS Sheffield and HMS Jamaica as the cruiser escort under Rear
Admiral R. L. Burnett. The convoy arrived at Murmansk on December 25, 1942 without loss or even attack by the Germans.
Jamaica and Sheffield were assigned
the duty of cruiser support for the second half of the convoy JW 51B. They left Murmansk steaming west to reach the east bound JW 51B, which had sailed from
Loch Ewe on December 22, 1942. Close escort for JW 51B was under Captain R. St. V. Sherbrooke with six destroyers and five smaller escorts. The cruisers were
to join with the convoy in the Barents Sea. On December 30 a U-Boat spotted the convoy and reported its location. Vice Admiral Kummetz sortied from Altenfiord
Hipper, Lutzow (ex-Deutschland) and six destroyers. Admiral Burnett had anticipated a German sortied and expected any sortie to approach the stern of the
convoy. He placed
Jamaica and Sheffield to the north of the convoy route in order to be able to approach German ships as a surprise. A storm broke up and
scattered the convoy and the British had no knowledge of the German location. Admiral Tovey providing distant cover signaled Burnett his best estimate of the
location of JW 51B but his estimate was off by 150 miles to west of the actual position of the convoy. As dawn broke on December 31, 1942 the British were in the
dark as to German forces or their location. The stage was set for the Battle of the Barents Sea.
Kummetz had a plan of battle to have his flagship, Hipper, and three destroyers approach the convoy from the north and Lutzow and the balance of the destroyers
approach from the south, correctly anticipating that the convoy escort couldn’t protect the convoy from two directions. At 8:30AM there were the first glimpse of
Hipper group to the north of the convoy. The escort was uncertain as to their identity as a Russian destroyer escort was expected. Sherbrooke detached HMS
to investigate and at 09:30 the three destroyers with Hipper attacked the Obdurate. A contact report was sent out as the British destroyers laid smoke and
the convoy turned to the south, straight towards the
Lutzow group. HMS Onslow, Sherbrooke’s flagship, and HMS Orwell slowed down the Hipper group by
threatening a torpedo attack. At 10:20
Onslow was badly hit by Hipper and Sherbrooke seriously injured. Lieutenant Commander Kinloch took over command of the
convoy escorts. Burnett’s cruisers saw gun flashes to the south but picked up a radar return to the east. Burnett wasted a half an hour moving eastward before
changing direction to the south. At 10:45
Lutzow was sighted to the south with little between the panzerschiffe and the convoy. Fortunately Lutzow’s commander
was very hesitant in attacking. After damaging the
Onslow, Hipper ran across the minesweeper HMS Bramble, which the cruiser promptly dispatched. At 11:15 she
was again in contact with the convoy. The destroyer
HMS Achates charged the Hipper to protect the convoy and Hipper sank the destroyer. Hipper was about to
break into the convoy when at 11:30
Jamaica and Sheffield were sighted to the north. The cavalry had arrived and the British cruisers opened very accurate fire and
quickly scored hits on
Hipper. Her speed was reduced because of this damage and Hipper tried to break off to the west. Burnett’s cruisers then sighted two German
destroyers and quickly sank the
Friedrich Eckholdt. At 11:45 Lutzow restarted her approach but three od the British destroyers stopped her approach. Kummetz
ordered his squadron to break off. The destroyers returned to the convoy and by 14:00
Jamaica and Sheffield had lost contact with the Hipper and the chase was
ended. The battle was over and it was clear that in the Battle of the Barents Sea, the skillful and bold handling of the British cruisers and destroyers had sent a
superior German force packing. The German force lost only one destroyer but the battle at a huge impact on the Kriegsmarine. Hitler went into one of his rages about
the results of the battle and grossly insulted the Kriegsmarine’s surface fleet and Admiral Raeder, who resigned. Command of the Kriegsmarine was handed over to
Admiral Donitz, who only thought in terms of U-Boats.
In 1943 Jamaica received eight twin 20mm Oerlikons and four single Oerlikons. Two of the single mounts replaced the director on the crown of X turret. Almost a
year from her participation in the Battle of the Barents Sea in protection of convoy JW 51B,
Jamaica participated in her second major engagement in the Arctic, this
time in protection of convoy JW 55B. On December 20, 1943 convoy JW 55B started the eastward journey bound for Murmansk and on December the westbound
convoy RA 55A left Murmansk for the return. JW 55B had a dozen close escorts and Admiral Burnett was again providing cruiser convoy for both the JW and RA
convoys. Burnett had three cruisers this time but
HMS Jamaica was not with them. Burnett’s cruisers were HMS Belfast, HMS Sheffield and HMS Norfolk. The
Jamaica was with the Home Fleet Flagship, HMS Duke of York. On December 23 Burnett’s cruisers left Kola Inlet in Russia sailing westward and the Duke of York
Jamaica left Iceland steaming eastward to support the twin convoys. JW 55B was sighted early in the eastbound journey by German aircraft, which kept
continuous contact. By December 24convoy RA 55A was far enough to the west to be considered safe so four of that convoy’s destroyers were detached to join the
escort of JW 55B. Because of the continuous aerial contact Home Fleet commander, Admiral Fraser felt that it was likely that there would be a sortie of Kriegsmarine
heavy units. He increased speed to close convoy JW 55B from the west and at the same time Burnett’s three cruisers increased speed to close the convoy from the
southeast. Fraser was correct because on the evening on December 25, 1943 Admiral Bey in
Scharnhorst and five destroyers left Altenfiord to attack JW 55B. The
stage had been set for the Battle of the North Cape.
Early on December 26 the Admiralty sent a signal to Admiral Fraser that Scharnhorst had sortied. That day the seas were very rough and the destroyers and smaller
ships were greatly slowed. At 07:30 Bey detached his destroyer screen from
Scharnhorst to search for JW 55B to the southwest. The destroyers actually came
close to spotting the convoy around noon but because of bad weather, they failed to see their quarry. At 14:00 Admiral Bey ordered his destroyers to return to
Scharnhorst had not been idle. At 09:00 Burnett’s cruisers made contact with Scharnhorst. HMS Norfolk opened fire but Scharnhorst didn’t replay,
turned south and increased speed. In the heavy seas the British cruisers could keep up with the big German ship. Rather than follow the
Scharnhorst Burnett turned
his cruisers to the northwest to close the convoy, guessing correctly that
Scharnhorst would made another go after the convoy. The four destroyers detached from
RA 55A joined the cruisers. At noon
Belfast (flag) picked up the Scharnhorst again on her radar. This time all three of Burnett’s cruisers engaged for about twenty
Scharnhorst was hit but Norfolk was slammed with two 11-inch shell hits. Again Scharnhorst turned away to the south and the cruisers followed.
Admiral Fraser received reports for Burnett.
Duke of York and Jamaica were to the southwest of Scharnhorst in excellent position to cut off Scharnhorst from
sanctuary in Norway. At 16:17
Duke of York picked up the Scharnhorst on her radar at a range of 22 miles. At 16:50 starshells from Belfast illuminated
Scharnhorst with Burnett’s cruisers engaging from the east and Duke of York and Jamaica from the west. Bey turned north to escape the trap but it was too late.
At 17:24 Bey signaled that he was surrounded by heavy British units but no help was forthcoming. After another hour
Scharnhorst had been slowed and her guns
silenced. The British destroyers, which had felt cheated because of the rough seas, now had their chance. Both Burnett and Fraser had four destroyers and two
destroyers from each force closed
Scharnhorst. The four destroyers and cruisers Jamaica and Belfast were ordered to finish the Scharnhorst with torpedoes.
Jamaica launched all three torpedoes from her port tubes at 19:25 and then reversed course and emptied her starboard tubes at 19:37. There was an estimated 11
torpedo hits on
Scharnhorst of which Jamaica may have gotten one. As Jamaica and the destroyer Virago were circling the helpless Scharnhorst the ship was
suddenly hidden by smoke. At 19:45 a violent underwater explosion was heard and the
Scharnhorst was gone and only 36 of her crew were rescued.

In 1944
Jamaica served as escort for carrier strikes against Tirpitz. In June Jamaica and Bermuda were used as part of a diversion in the North Sea in support of
the Normandy invasion. A week later she sailed north to bring supplies and personnel to the allied outpost in Spitsbergen and then joined
Duke of York again as
escort for another carrier attack on
Tirpitz. For a short while Jamaica was flagship for 10th Cruiser Squadron. At the end of the war the King and Queen boarded
HMS Jamaica to visit the liberated Channel Islands. After the war Jamaica finally saw duty in climates far more agreeable than the Arctic. She was in the East
Indies from September 1945 to November 1947 as part of the 5th and then 4th Cruiser Squadrons. In 1948 and 1949 she was part of the 8th Cruiser Squadron on
duty with the West Indies and America stations. From her she was sent to Korea as part of the 5th Cruiser Squadron before returning to the United Kingdom on
February 27, 1951. In reserve from 1951 to 1953 the Jamaica was refitted in 1953 into 1954. Her duty was with the Home and Mediterranean Fleets until laid up on
November 20, 1957.
HMS Jamaica was sold for scrap in 1960, which was completed in 1962.
It is about time that someone produced a model of a Colony Class cruiser. Maybe it is because the Colonies didn’t join the fleet until after the start of World War
Two. They certainly don’t get the press of the
Town Class or County Class cruisers but they were just as much as a workhorse as the other classes. Considering
their displacement restrictions, the
Colony Class was a marvelously efficient design. Who can argue with the selection HMS Jamaica as the representative of the
class? Participating in the two major battles in the Arctic and present at close hand as that
bete noir of the Royal Navy, the Scharnhorst, went down, the Jamaica
certainly exemplified the high standards, skill and tradition of the cruisers of the Royal Navy and their crews. The
L’Arsenal kit reflects Jamaica in 1942, so would
be right for the Battle of Barents Sea but not the Battle of North Cape, as additional AA was added earlier in 1943. The kit is not for beginners as it has 209 resin
parts, 270 photo-etch parts and 29 turned brass parts. With over 500 parts for a 1:700 scale cruiser, the
L’Arsenal HMS Jamaica is certainly not a snap together
kit. I measured the hull casting at 240mm in length (overall). When you multiply that by 700 you come up with 168m. Statistics for the actual ship show her overall
length to be 169.5m, which produces a scale of 1:706. The hull is cast in cream colored resin and was free of defects or breakage. Very light cleanup will be required
along the waterline. The quality of the resin casting is sharp and clean.

Hull side detail shows the anchor hawse fittings, portholes, bow knuckle found in British cruisers and armor belt. The belt is over-scale so it can be seen, as the belt
on the actual ships were only 3.5-inches. I prefer this method, which is used by L’Arsenal and other resin and injected plastic producers because in 1:700 scale a 3.5-
inch belt wouldn’t be seen other than perhaps a line on the hull. The cutwater has a nice sharp edge and the breakwater on the forecastle is equally as crisp and sharp
with gusset detail. Other forecastle detail includes deck hawse collars, chain plate runs, windlass and chain locker fittings, twin bollard fittings and deck edge open
chocks. Aft of A barbette there are two fine mushroom ventilators. Aft of the bridge location are locater tracks which lead from the hangars to the catapult and
catapult locater lines. The actual flight deck is photo-etch. The aft shelter deck structure as cast on doors, portholes and electrical box detail with fine drum ventilator
fittings halfway from the bulkhead to the deck edge. The only wood planking is the quarterdeck. The decking detail is very fine. Other quarterdeck detail are various
pattern small mushroom ventilators, four more twin bollard fittings and four more deck edge open chocks.  My overall reflection is that the hull casting is finely done
with excellent quality.

The smaller resin parts come in three resin casting techniques. The larger of them are cast separately. In this kit those are the forward superstructure, aft
superstructure and navigation bridge. The forward superstructure has open hangars, as the doors are photo-etch. This allows the option of having one or both
hangars open for stored Walruses. There are different positions with very thin splinter shields. Other notable detail are bulkhead junction boxes. The navigation deck
is very fine. The
Colony Class had wind baffles along the edge of the navigation deck, which consisted of multiple baffles, open at top and bottom, with a solid
bulkhead running along the exterior of the baffles. In most cases a manufacturer would have a one piece bridge and the top and bottom openings of the baffles would
be closed. L’Arsenal designed the navigation bridge to portray the navigation deck that would have open baffles. The navigation deck sits on top of the forward
superstructure with a separate solid bulkhead attaching to the outboard ends of the baffles. That may be the high point of the navigation deck but there is plenty more
detail on this part. There are numerous open compartments on the navigation deck separated by thin bulkheads. The aft superstructure has ammunition box and deck
access coaming detail. For all of these separate parts, you’ll need to do some cleanup to remove a little excess resin thickness, as apparently the separate parts were
cast on a sheet and then popped from the sheet. The excess resin would be simply the thickness of the sheet, however, as long as the bottom edges are smooth, you’
ll be OK. You’ll need to open the inclined ladder positions on the navigation deck as a thin film of resin closes them in. The separate bulkhead for the wind baffles is
actually cast on a U-shape runner so you’ll need to remove the runner and resin film inside the part. The shelter deck is cast on a resin sheet so sheet resin will have
to be removed and edges cleaned.
There are over forty resin runners for the smallest resin parts for the Jamaica. This provides a very large number of small parts, so time and patience are required
just because of sheer quantity of the parts. Some of the larger parts are ventilation towers fore and aft of the forward funnel. These towers with grill detail. The
aircraft crane bases are loaded with detail of the machinery. The Yagi tower cupolas have the same attention to fine detail for their interior. The quadruple pom-
poms are amazing with their detail. The navigation deck has 18 pieces of equipment along and that doesn’t include the access hatch canvas cover or the overhead,
which are photo-etch parts. The interior of the 4-inch secondary gun shields are likewise draped in detail. This is just some of the highlights of the detail on the
larger parts. This detail extends to the hundreds of smaller parts. You get rein Oerlikons, not photo-etch, signal lamps, search lights, ship’s boat, carley rafts, the
list seems to go on forever of detailed small parts. Just look at the photographs. Although I have touched upon it, I will stress that this kit is not for beginners
because of the hundreds of parts involved, many of which are very small. Some of the subassemblies illustrate this point. The catapult has 15 parts (all photo-
etch), which doesn’t include aircraft cradles. Each of the two Walrus seaplanes can be assembled in stowed configuration or wings extended. The extended wing
Walrus has 13 parts and the stowed Walrus a whopping 20 parts. Remember that this is for a 1:700 aircraft. Stack clinker grates have five photo-etch parts each
when other manufacturers give you a one piece clinker grate. The
L’Arsenal HMS Jamaica has to be the most detailed 1:700 scale cruiser kit that I have ever
seen. There is some resin flash to be removed from the resin runners but this is a small price to pay for this wonderful, detail-packed kit.

L'Arsenal doesn’t lift their foot off the accelerator of quality when it comes to metal parts. You get two relief-etched brass frets and turned brass gun barrels and
masts. Holy Cow! The larger brass fret has the ship detail parts. Some of the parts with relief-etching are the hangar doors, Walrus wings and tails with the
extended wings on this fret, perforated walkways for the flying boat skid, and all doors and hatches. The larger metal parts are the cranes, catapult, and flight
deck. When it comes to more generic parts,
L’Arsenal doesn’t stop in their attention to detail. Ship’s railings are custom designed for the kit, no generic rails that
you have to cut to fit. The inclined ladders have trainable treads, which is a rare feature in a 1:700 kit. The smaller fret has the stowed Walrus wings and for some
reason gives you more deployed Walrus wings as well. Although most of this fret’s parts involve the Walrus parts there are other parts that go to the ship such as
ship’s doors that have interior and exterior relief-etching with an open frame so that they can e assembled open or closed. There are two packets of turned brass
parts from the Polish company of Model Master. One has the 6-inch main gun barrels and 4-inch secondary gun barrels and the other has the ship’s masts and

The instructions are comprehensive and easy to follow. There are nine back-printed sheets for a total of 18 pages but the page numbers are not on the page. Since
pages of assembly are in a modular format, don’t worry if you mix up the pages. All parts, resin and metal, are numbered in the instructions, that match the
number on the fret or resin number. The instructions make it easy to logically assemble the kit regardless of its high parts count. When it comes to the modules
L'Arsenal has adopted an approach that I really like by coloring the parts to be attached in blue as well as listing the parts number. The last page of instructions
provides color plan and profile for each side. The
Jamaica was wearing a disruptive arctic paint scheme that had different patterns on port and starboard.  
Royal Navy aficionados are not used to shouting Vive La France! If they can’t bring themselves to go that far, they should shout Vive L’Arsenal for bringing a very
high quality kit of
HMS Jamaica, Colony Class cruiser in 1:700 scale.
Steve Backer