The paddle steamer CLONMEL was arguably the first luxury steamship to operate in Australian waters and a stark contrast to its slow and uncomfortable predecessors. The CLONMEL departed Sydney on only its second voyage in December 1840, with 80 passengers and crew. On 1 January 1841, the CLONMEL struck a sandbar on the east coast of Victoria. All on board were saved, though the highly valuable cargo of bank notes and expensive drapery had been thrown overboard in a desperate attempt to save the ship. The wreck is the oldest located steamship wreck in Australia and an important archaeological site. The shipwrecks event also helped to draw attention to an alternate access route to the rich grazing land now known as Gippsland.
The painting of the CLONMELis by maritime artist Ian Hansen. The crystal decanter and stoppers, which symbolise the luxurious nature of the ship, are part of the Heritage Victoria collection. ... shipwrecks

Built as a wooden hulled paddle steamer in Birkenhead, U.K. (can’t find a yard) for The Waterford Steamship Company, Ierland
1836 Delivered to owners under the name CLONMEL.
Tonnage 524 gross, 298 net, dim. 154,8 x 21.5 x 16.6 ft.
Powered by a 220 hp steam engine manufactured by George Forrester and Co., Liverpool, speed maximum 10 knots under steam. Coal consumption 610 kg a hour.
Accommodation for 36 passengers.
Two masted top-sail schooner.
Built for the ferry service between Liverpool and Waterford across the Irish Sea.

1840 Sold to Edye Manning & partners, Sydney.
She sailed from the U,K to Australia under sail, the passage took her almost 5 months.
05 October 1840 arrived in Sydney.
Early December 1840 she made her first voyage in the service from Sydney to Melbourne and Launceston. She was not so lucky on her second voyage in the service from Sydney she was lost without loss of life.

The newspaper “The Perth Gazette and Western Australia Journal of 20 February 1841 have the following on the wrecking of the CLONMEL.
Source: Various websites.
The following account of the loss of the steam-ship CLONMEL, we have taken from the Sydney Herald dated 20th January copied into that journal from the Port Phillip Herald. This was the first steamer established to open a communication be-tween Sydney and Port Phillip, and the expectations of its usefulness in increasing the traffic between the two ports, has been thus early blighted. It is regarded as a national loss, and a most previous calamity
A narrative of the occurrence is thus given by Mr. D. C. Simpson, one of the passengers, who, it is stated, exhibit the most heroic conduct, and is reported to be the principal sufferer both in purse and person :-
On Wednesday afternoon, the 30th Dec. 1840 I embarked on board the steam-ship CLONMEL, Lt. Tollervey, commander, bound from Sydney to Port Phillip. The passengers and crew consisted of 75 individuals. At four p. m., rounded the south head of Port Jackson ; wind from the southward, blow-ing fresh. Next morning, 31st, found us Jarvis's bay; wind still adverse with a strong head sea, the vessel progressing at an average of seven knots an hour. At daylight the first of January, Cape How bore W.S.W. of us; in the course of the morning sighted Ram Head, and took a fresh departure steering for Wilson's Promontory. The wind was now fair with smooth sea, and our course S.W. W.; the wind and weather continued favourable during the day and night. A little after three a. m., of 2d Jan., all the passengers were startled by the ship striking heavily. On reaching the deck I discovered breakers a-head ; the captain, who had been on deck during the whole of the middle watch, giving orders to back a-stern, and doing all in his power to rescue the ship from her perilous situation. Finding that the engines were of no avail in backing her off the bank on which we now found she had struck, orders were given to throw overboard cargo, &c., to lighten her, but without the desired effect, the vessel still surging higher upon the reef. The anchors were then let go, when, after a few more bumps, she swung head to wind, taking the ground with her stern, and bedding herself, with the fall of the tide upon the sand, rolling hard and striking occasionally. During the whole of this trying scene the most exemplary conduct was shown by the crew in obeying the orders of the captain and officers. Daylight had now made its appearance, and we found ourselves on shore on a sand spit at the entrance of Corner Inlet, about half a mile from the beach, between which and the vessel a heavy surf was rolling. It is necessary here to remark, that the course steered and the distance run, would not have warranted any person in believing us so near the shore, as we actually found ourselves. The sea was smooth, the wind fair, and the vessel going at the rate of at least ten knots an hour, and it was impossible for any navigator to have calculated upon such an inlet carrying a vessel, under the circumstances above alluded to, 30 or 30 miles to leeward out of her course, in eighteen hours. Capt. Tollervey's conduct had hitherto been that of a careful and watchful commander; he was on deck during the whole of the middle watch, which he himself kept, anxiously on the lookout and was on the paddle-box at the time the vessel struck, but the night proving misty, nothing could be seen beyond the length of the vessel. Had it pleased Providence to have retarded our voyage by half an hour, the calamitous event would have been avoided; but it was otherwise ordained.
Capt. T., on finding all attempts to get the vessel off by running kedges and warps out, throwing overboard cargo, &c., unavailing, and a strong sea rising with the floodtide, turned his attention to the safety of the passengers and crew. After several trips by the whale-boats first, and assisted by the quarter boats afterwards, every soul was landed in safety by 2 p.m., the captain being the last to leave the vessel. A sufficiency of sails, awnings, and lumber was brought on shore to rig out tents for all hands; and everybody set to work to make an encampment; in a short time the ladies and females were comfortably housed, having beds placed for them in a weather proof tent; the male passengers and crew were equally accommodated by means of spare sails and awnings brought from the ship, and we found ourselves at sundown as well provided for as we under the circumstances could desire.
A boat was prepared to be dispatched to Melbourne for relief, a crew of five men instantly volunteered ; Mr. Simson, who headed the party, and another passenger, joined in the undertaking, and with much difficulty, after being out in a whale-boat 63 hours, attained their object.
'The cutters SISTERS and WILL WATCH sailed for the wreck with all possible dispatch, but the result of the humane efforts of the captains of these vessels, has not transpired, but as the passengers and crew were safely landed, and were supplied with at least 10 days provisions, no apprehensions are entertained for their safety.
Among the passengers were Mr. and Mrs. Walker, (Mrs. W. is .the daughter of Mr. Blaxland, M.L.C., and the present is the second shipwreck she has suffered) ; Mr. Goodwin, of the firm of Hamilton & Goodwin of this town, to whom one half of the cargo belonged ; Mr. Robinson, of the Union Bank, having in his charge 3,000l. of the Bank's notes received at Sydney.
The whole has been lost, and is supposed to have been stolen - the Bank of course will sustain the loss; Mr. and Mrs. Cashmore, newly married, and bringing a large quantity of goods for the new establishment intended to be immediately opened at the corner of Collins and Elizabeth streets. There were on board 300 tons of coals and 200 tons general cargo. At the time Mr. Simpson...


Shipwrecks: Capturing our maritime past

While shipwrecks are a relative rare occurrence these days, since the 1600s more than 8,000 shipwrecks have been recorded as occurring in Australian waters. Of these, however, only around 2,000 have been located.
The Shipwrecks stamp issue, which will be released on 29 August 2017, presents three historically and archaeologically significant shipwrecks. The stamps feature paintings by maritime artists of each wreck event, together with a recovered relic, to show the context of each voyage.
Australia protects shipwrecks under the Historic Shipwrecks Act 1976 (Cth), including automatic protection for all shipwrecks more than 75 years old. More than 6,500 wrecks in Commonwealth waters are protected under the Act, and there is complementary legislation in each state and the Northern Territory. The Act also currently protects half a million historic shipwreck relics and artefacts in various public and private collections.
For this three-part article series, we spoke with some of the curators who assisted researcher Jane Levin with the stamp issue, to learn more about each wreck and the incredible work they do in caring for and preserving them. We also spoke to one of the artists whose detailed research helped to beautifully capture a moment in history.
In June 1712, with an estimated 200 or more passengers and crew on board, the VOC ship ZUYTDORP was wrecked on the Western Australian coast. Captained by Marinus Wijsvliet, and heading from the Netherlands to Batavia (now Jakarta, Indonesia), it crashed onto rocks at the bottom of cliffs just south of Shark Bay, now known as Zuytdorp Cliffs. Even today, the currents and cliffs of this area are notoriously treacherous.
As well as conveying various trade goods, the three-masted 700-ton ship was carrying a highly valuable load of silver coins, valued at around 250,000 Dutch guilders. Wreck artefacts were discovered near the site in 1927, including silver coins dated 1711. These coins helped archaeologists in the 1950s and ‘60s to identify the wreck as that of ZUYTDORP. There is an area of the wreckage site called the “carpet of silver”, because of the number of coins that still remain embedded there. One of these coins is featured on the stamp, and a medallion based on the coin design is featured in a limited-edition medallion cover.
When Dutch-born artist Adriaan De Jong conceived of painting the wrecking of the ZUYTDORP, which appears on the stamp, he had much to consider, especially as no survivors of the wreck came forward to report the event or give their version of it. He also had to think about the weather and other circumstances that may have led to the wrecking event, let alone what the ship itself may have looked like, including the detailed sterns typical to VOC ships of the era.
“If one paints a seascape the weather condition plays an important role in picturing the scene,” says Adriaan.
“This shipwrecking most probably took place in the beginning of June, 1712,” says Adriaan. “To the antipodes of the northern hemisphere this is the beginning of the winter season. The weather is more changeable and it is not uncommon that changes announce themselves with fronts of rain and thunder that drift from the sea towards the land. In the southern latitude of 27º 11΄, where the ZUYTDORP perished, it is possible that a fast upcoming front with thunderstorms caught out the sailors on board the ZUYTDORP while sailing on a northern course not far from the coast,” he adds.
“Knowing that the ship moved in northerly direction towards Batavia, it is noteworthy that the wreck came to rest sideways against a coast stretching south-southeast to north-northwest, but with the stern pointing northward! A track gouged out under water where the keel rammed the ground at first indicates the ship was driven headlong onto the underwater rock shelf. Stuck by the bow, a south westerly wind with accompanying wave condition would then have pivoted the ship around until the stern pointed to the north and driven it further on shore where it also sank,” says Adriaan.

In Adriaan De Jong’s evocative painting, he shows how the ZUYTDORP has already turned sideways in front of the rocks with her stern pointing to the north, which Adriaan describes as “speculative but plausible”.
“A maritime expert explained to me that the vessel must have been driven hard up against that cliff and that possibly the crew managed to bring out ropes from the masts to the cliff and careen the ship with its masts against the cliff, thus enabling a large number of people to abandon ship. During excavations half of the broken ship’s bell has been found wedged in the side of the cliff, indicating how close the vessel must have been to this cliff. In recent times there has been much speculation about what may have happened to the ZUYTDORP survivors and the main conjecture is that they may have integrated in the local Aboriginal communities. That was also my reason to place the Aboriginal figures on top of the cliff,” says Adriaan.
Adriaan also carried out extensive research into the potential distance between the ZUYTDORP and the ship immediately behind it, the KOCKENGE, to determine the likelihood of the ZUYTDORP experiencing different weather conditions to the reportedly ‘fine’ weather conditions experienced by the KOCKENGE around the same time. Adriaan examined VOC charters from the time and then used physics to calculate the likely speed each ship was capable of. Adriaan concluded that the KOCKENGE would have reached the same location a good seven to 10 days later, which could explain differing weather conditions experienced by each.
Meticulous research was also undertaken to determine the size and appearance of the ship itself.
“The VOC charters of the time are very detailed,” says Adriaan. “For instance, a ship is imagined to be divided in nine cross-sections and for each section six points, port and starboard, are given what the width and height of each point is. It is thus possible to reconstruct the lines of these ships. The charters are for ships of 160, 145 and 130 feet and there can be no doubt that the ZUYTDORP was built in accordance with the charter for 160 foot ships. Having the lines plan of the ZUYTDORP it is then possible to rotate this into a position which would suit my idea of how to paint the vessel,” he adds.
“What is more problematic is determining the detail. We do know that the name of a VOC ship was almost always depicted in an emblem on the ornate stern. For details of the ornamentation I have relied to a large extent on art works by the marine artist Ludolph Backhuysen, who painted around the time of the ZUYTDORP. One of his engravings, for example, includes a ship which has a carving of a woman holding a mirror in her hand (representing Prudence – a careful lady who can look ahead but, thanks to the mirror, can also see what’s happening behind). In addition, the emblem representing the name of the ship must have had a direct connection with the village called ZUYTDORP in the province of Zeeland in the Netherlands. It so happens that this village has a coat of arms which is a yellow field on which three blue flowers grow. This coat of arms is left from the middle of the stern. I have also included a second coat of arms which is that of the province of Zeeland,” explains Adriaan.

To learn more about the ZUYTDORP, visit the Western Australian Museum website.
In our next instalment, we look at the incredible tale of the HMS PANDORA, which sank on the Great Barrier Reef, after returning home from her mission to capture the notorious Bounty mutineers.
Wikipedia has an interesting article on the ship: ... time-past/

The ZUIDDORP (ZUYTDORP) actual the village is named...

MORTIER M36 (France)

Built in 1904-'06 by Arsenal de Rochefort for the Franch Navy, layd down 12-09-'04, launch 23-03-'06, commissioned 01-08-'06.
Torpedo boat of the 'Claymore' class, displacement:356 tons, Lbpp:58m. B:6.53m. Draft:2.95m. 2 Normand boilers, 2 steam engines:6,800 hp. 28 kn. armament:1-65 mm. 6-47 mm. canons, 2 torpedo tubes:450 mm. complement:60.
10-'07 to 01-'08 trails in Rochefort, 01-'08 to 12-'09 classified in Squadron North, 11-'11 to '12 in the Mediterranean in the 3th Squadron torpedo boats in Oran (Algeria) 06-'12 to end '15 1st Naval Force, 4th Squadron torpedo boats, 14-02-'15 escorting the submarine COULOMB from Malta to the Dardanelles, 01 to 05-'16 repairs in Algiers, 09-'16 escorting submarines to Messina, Brindisi and Naples, 01 to 05-'17 repairs in Toulon.
04-'17 she took part in escorting the packet boat ASIE, afterwards until 06-'19 at patrol in the Provence.
06-'19 to 11-'23 school ship for gunners, renamed PATRIE ?, 30-03-'27 stripped and the hull broken up in Toulon.

(France 2017, lettre verte 20 gr. StG.?)
Thanks to Auke Palmhof and internet.


This stamp of Romania shows us a sail regatta off the Romanian coast, till so far the types of yachts is not identified, also where the regatta took place is not known.

Romania 1948 2le + 2Le sg199

TAKARABUNE treasure ship

The mythological treasure ship (Takarabune 宝船) is laden with treasure (Takara 宝). Says JAANUS: “The Chinese character BAKU 獏, a Chinese imaginary animal thought to devour (i.e. prevent) nightmares, is sometimes found written on the sail. Often auspicious cranes and tortoises are depicted in the sky and the sea. Although the origin of treasure-boat paintings is not clear, one Edo-period record indicates that they were started in the Muromachi period.
Japan 1971 7/10y sg1277/78 1999 50y sg ?, scott?

BACKSTAFF & PLANISPHIRE (nautical instruments)

The backstaff is a navigational instrument that was used to measure the altitude of a celestial body, in particular the sun or moon. When observing the sun, users kept the sun to their back (hence the name) and observed the shadow cast by the upper vane on a horizon vane. It was invented by the English navigator John Davis who described it in his book Seaman's Secrets in 1594.
Much more is given on the backstaff by Wikipedia:

The”planisphire” In astronomy, planisphere is a star chart analog computing instrument in the form of two adjustable disks that rotate on a common pivot. It can be adjusted to display the visible stars for any time and date. It is an instrument to assist in learning how to recognize stars and constellations. The astrolabe, an instrument that has its origins in Hellenistic astronomy, is a predecessor of the modern planisphere. The term planisphere contrasts with armillary sphere, where the celestial sphere is represented by a three-dimensional framework of rings.

Solomon Islands 1972 9c sg 216.


25 years of the Faroese Postal Service

The last 25 years only represent part of the history of the Post Office on the Faroe Islands – it is actually much older. The first branch post office was opened in Tórshavn as long ago as 1870. At that time the Post Office was Danish and the Postmaster-General's Office appointed the then Member of Parliament and Sheriff H. C. Müller to look after the interests of the Post Office on the Faroe Islands.
Being a sub-postmaster was far from easy during the first year. There were all sorts of acts, statutory instruments and executive orders to comply with, the oldest of which dated back to 1694. A new Post Office Act came into force on 1st April 1871, repealing in the process 28 acts, statutory instruments, charges and statutes from 1694 to 1868.

The postage on 18th February 1970 was 8 skilling for letters weighing up to 15 g and 16 skilling for 15-250 g. As early as 1st April 1871, however, the Faroe Islands were included in the domestic, i.e. the Danish, tariff zone, where the postage was 4 skilling for letters weighing 0-250 g.
Before regular boat services were established between the islands, a special transport system was required to enable people from the different islands to exchange messages. This system was called 'Skjúts'.
It involved a 'Skjútsskaffari', or agent, being appointed in every village with the duty of organising a crew to transport people, letters or parcels from one village to another.
The Skjúts system was actually introduced in around the mid-1860s, with the first Skjúts Act coming into force in 1865.
Skjúts charges were laid down by the Lagting, the Faroese Representative Council, for 5 years at a time. There were three types of Skjúts: Official, Clerical and Private. The charges for Skjúts varied, with Official being the cheapest and Private the most expensive. There was no charge for Skjúts prior to 1865.
All healthy males of between 15 and 50 years of age were liable for Skjúts, i.e. they could not refuse without incurring a fine.
It was never an easy task to transport mail from one island to another across perilous waters where there were often powerful currents.
Peter S. Johannesen, who was one of the first post carriers, tells of a letter delivery from the days of Skjúts. The letter, which had to go from Tórshavn to Hvalba on Suðuroy, was marked 'K.T.', i.e. Kongelig Tjeneste (On His Majesty's Service), and bore the endorsement 'Uopholdelig Befordring' (For Immediate Delivery), i.e. it had to be dispatched as soon as the weather permitted.
The letter was first given to the Skjúts agent in Tórshavn, who immediately got hold of a man liable for Skjúts. The man walked from Tórshavn to Kirkjubøur, where he handed the letter over to the Skjúts agent in the village. The agent got a boat with eight men to carry the letter to Sandoy – to where the village of Skopun lies today. One of the men in the boat then had to walk to the village of Sandur with the letter and hand it over to the village's Skjúts agent, after which he returned to the boat, which was still waiting for him. The Skjúts agent in Sandur then got a man to walk to Dalur with the letter, after which it was carried by boat from Dalur to Hvalba on Suðuroy. Here the letter was handed over to the priest.

Owing to strong currents and bad weather the Skjúts crew were unable to row back to Dalur that evening. The weather worsened during the night and the men had to stay on the island for two weeks.
The Skjúts system existed right up until around World War I, but was not used as much by then, as the Post Office's rates were relatively low and so represented a reasonable alternative.
The block shows three motifs from the history of the Post Office: a boat providing Skjúts, a postman and the first post office in Tórshavn.
It was the then sub-postmaster, C. C. Danielsen, who started to build a new post office in the centre of Tórshavn in 1905. The post office was finished a year later, with the new building being occupied on 1st December. It was a historic event, as this was the first time that a building had been erected specifically as a post office.
The postman on the block is Simon Pauli Poulsen, who was known as Mørkabóndin. He carried mail from the village of Fuglafjørður.
Being a postman could be a dangerous and risky job, and the history of the Post Office on the Faroe Island also includes reports of fatal accidents. The first struck the 52-year-old Jacob Eliassen, known as Jakki i Vági. In 1887 Jakki was on his way over the mountain between Klaksvík and the village of Árnafjørður. It was winter and the weather was bad, but the mail had to go out all the same. On this particular winter day Jakki failed to reach his destination. His body was later found lying on a ledge below the mountain crest from which he had plunged.

The Post Office on the Faroe Islands remained in Danish hands until 1976. After the Lagting elections of November 1974 the government decided that the Faroese Post Office should be taken over by the Faroese Home Rule Government. The Danish and Faroese governments entered into negotiations on this matter in 1975. The outcome of the negotiations was that the Faroese Home Rule Government took over the Post Office on the Faroe Islands with effect from 1st April 1976. This new institution was called Postverk Føroya (the Faroese Postal Service). A ram's horn was chosen as its logo.

One of the stamps shows us a Faroe rowing boat, see viewtopic.php?f=2&t=12823

Source: Faroe Post.
Faroe Islands 2001 4.50 Kr. Sg?, scott?

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