SHIP STAMP SOCIETY

SHIP STAMP SOCIETY

Interested in Ships and Stamps? The Ship Stamp Society is an international society and publishes it’s journal, Log Book, six time a year.
Other benefits include the availability of a "Packet" for anyone who wants to purchase or sell ship stamps.
Full membership of £17 (UK only) includes receiving Log Book by post, but there is an online membership costing just £12pa.
Full details can be found on our web site at http://www.shipstampsociety.com where you can also join and pay your chosen subscription through Paypal or by cheque.
A free sample of Log Book is available on request.

HMS Shannon captures USS Chesapeake,1813

On 9 April 1813 the U.S. Frigate Chesapeake returned to Boston after a cruise against British commercial shipping. Over the next several weeks she was refitted and received a new Commanding Officer, the recently promoted Captain James Lawrence. Many of her officers were replaced and a large percentage of her crew was newly enlisted. Though the ship was a good one, with a well-seasoned Captain, time would be necessary to work her men into a capable and disciplined combat team. However, the time was not available. Blockading off Boston was HMS Shannon, commanded for the past seven years by Captain Philip Broke, whose attention to gunnery practice and other elements of combat readiness was extraordinary. Shannon and Chesapeake were of virtually identical strength, though the American ship's crew was rather larger, and a duel between the two was attractive to both captains. Broke even issued a formal challenge, though it did not reach Lawrence, whose previous experience with British warships had convinced him that they were not likely to be formidable opponents. Chesapeake left Boston Harbor in the early afternoon of 1 June 1813. The two ships sailed several miles offshore, where Shannon slowed to await her opponent, who approached flying a special flag proclaiming "Free Trade and Sailors' Rights" in recognition of America's prewar grievances against British policies. Though Lawrence had a brief opportunity to rake, he did not do so, but closed to place his port broadside against Shannon's starboard battery. Somewhat before 6 PM the ships opened fire, both hitting, but the British guns did more damage and produced crippling casualties on Chesapeake's quarterdeck. Captain Lawrence was mortally wounded by small arms fire and had to be taken below, giving his final order "Don't give up the ship!" The American ship was soon out of control. The two frigates came together. Captain Broke led his boarding party onto Chesapeake's quarterdeck, where they met fierce but disorganized resistance. Assisted by cannon and small arms fire from on board Shannon, they soon gained control above decks, though Captain Broke was badly wounded in the process. Some fifteen minutes after the battle began, Chesapeake was in British hands. Casulaties were heavy: more than sixty killed on Chesapeake; about half that many on Shannon. The latter's cannon had made more than twice as many hits, and her boarding party demonstrated decisive superiority in hand-to-hand fighting. The action, which greatly boosted British morale, provided another of the War of 1812's many convincing examples of the vital importance of superior training and discipline in combat on sea and land.
Mali 2017;840f;SG?
Source:www.ibiblio.org/hyperwar/OnlineLibrary/photos/events/war1812/atsea/ches-sn.htm

PK 10/130 UMS 1000 fire fighting boat

Ukraine issued in 2017 four stamps with firefighting craft of which one shows us a fire fighting and rescue boat in use in the Ukrainian waters.

The craft depict is the PK 10/130 (UMS 1000) which is sold by the Kompaniyatital 000 at Kiev. If they are the builder of the boat I am not sure, but I believe she are the agent for the builder.
Displacement 7000 kg. Full weight 3,500 kg. dim. 10.6 x 3.2 x 3.5m.
Powered by two Volvo Penta diesel engines each 330 hp, speed 45 knots.
For oil fighting she has a foam bag of 200 kg. and one fire pump.
Crew 8

Source: various internet sites.
Ukraine 2017 5k00 sg?, scott?

TRAUNSEE and paddlesteamer GISELA

By the issues is given:

About 35 Years UNPA at the Traunsee (1982 – 2017) - (Sheetlet Mint)
On 24 August 2017, UNPA will issue a personalized special event sheet celebrating “35 years UNPA at the Traunsee”. The sheet is composed of ten different € 0.68 denominated stamps. The stamps and the background image feature views of the Lake Traunsee, the City of Gmunden, the Castle “Schloss Ort” as well as the Villa Toscana. United Nations cancellations from the year 1982 are depicted on the tabs.
https://www.wopa-plus.com/en/stamps/product/&pid=38870#

The sheetlet has three maritime theme stamps, Two stamps shows us a paddlesteamer on the lake and a sail-yacht of the latter I do not have any information. The paddlesteamer must be the GISELA, the only old paddlesteamer on the lake, comparing the stamps with photos of the GISELA she is the vessel.
Her details and history are given on: viewtopic.php?f=2&t=12854&p=15702&hilit=gisela#p15702

United Nations 2017 0.68Euro sgMS?, scott?

Transfer of the Portuguese Court to Brazil.1808

In 1807, at the outset of the Peninsular War, Napoleonic forces invaded Portugal due to the Portuguese alliance with the United Kingdom. The prince regent of Portugal at the time, John VI, had formally governed the country on behalf of Maria I of Portugal since 1799. Anticipating the invasion of Napoleon's army, John VI ordered the transfer of the Portuguese royal court to Brazil before he could be deposed. Setting sail for Brazil on November 29, the royal party navigated under the protection of the British Royal Navy, and eight ships of the line, five frigates, and four smaller vessels of the Portuguese Navy, under the command of Admiral Sir Sidney Smith. On December 5, almost halfway between Lisbon and Madeira, Sidney Smith, along with Britain's envoy to Lisbon, Lord Strangford, returned to Europe with part of the British flotilla. Graham Moore, a British sailor and career officer in the Royal Navy, continued escorting the Portuguese royal family to Brazil with the ships Marlborough, London, Bedford, and Monarch. On January 22, 1808, John and his court arrived in Salvador, Brazil. There, Prince John signed a law opening commerce between Brazil and "friendly nations" such as the United Kingdom. This new law, however, broke the colonial pact that had permitted Brazil to maintain direct commercial relations with Portugal only. Secret negotiations at London in 1807 by Portuguese ambassador Domingos António de Sousa Coutinho guaranteed British military protection in exchange for British access to Brazil's ports and to Madeira as a naval base. Coutinho's secret negotiations paved the way for Prince John's law to come to fruition in 1808. On March 7, 1808, the court arrived in Rio de Janeiro. On December 16, 1815, John created the United Kingdom of Portugal, Brazil and the Algarves (Reino Unido de Portugal, Brasil e Algarves), elevating Brazil to the same rank as Portugal and increasing the administrative independence of Brazil. Brazilian representatives were elected to the Portuguese Constitutional Courts (Cortes Constitucionais Portuguesas). In 1815, in the aftermath of Napoleon's defeat and the meeting of the Congress of Vienna convened to restore European political arrangements, the Portuguese monarch declared Brazil a co-equal to Portugal to increase Portugal's bargaining power. In 1816, with the death of Queen Maria, Prince John became king of the United Kingdom of Portugal, Brazil and the Algarves. After several delays, the ceremony of his acclamation took place in Rio de Janeiro in 1818. Owing to the absence of the king and the economic independence of Brazil, Portugal entered a severe political crisis that obliged John VI and the royal family to return to Portugal in 1821, otherwise he risked loss of his Portuguese throne. The heir of John VI, Pedro I, remained in Brazil. The Portuguese Cortes demanded that Brazil return to its former status as a colony and the return of the heir to Portugal. Prince Pedro, influenced by the Rio de Janeiro Municipal Senate (Senado da Câmara), refused to return to Portugal during the Dia do Fico (January 9, 1822). Brazil declared its independence on September 7, 1822, forming the Empire of Brazil, ending 322 years of colonial dominance of Portugal over Brazil. Pedro was crowned the first emperor in Rio de Janeiro on October 12, 1822, taking the name Dom Pedro I.
Mali 2017;600f;SG?
Source:wikipedia.org/wiki/Transfer of the Portuguese Court to Brazil

FREMM FRIGATE (AQUITAINE)

About 150 Years of Military Transmissions
The stamp issued in 2017 by the French Post commemorates the 150th anniversary of military transmissions. The founding act of military transmissions was the Niel Act of 1867 establishing the first military units responsible for military telegraphy.
The visual illustrates the evolution of military transmissions from the telegraphic sappers (beginning of the optical telegraph) to the transmitters of today;
Symbolization of transmissions in the service of the 3 armies (Rafale aircraft, Leclerc tank, FRégate Européenne MultiMmission Fremm), transmissions = "the weapon that unites all weapons";
The color of the uniforms worn by the units of the "Blue" (made up of the militarized personnel from the Telegraph Administration) is the emblem of the transmissions, the sky blue.

The vessel depict on the stamp is one of the Fremm class of which many till so far have been built for the French and other navies. It is not given which frigate is depict.
The first unit was launched as the AQUITAINE.

Built as a frigate at the DCNS shipyard in Lorient for the French Navy.
2007 Laid down.
29 April 2010 launched as the AQUITAINE (D650).
Displacement standard?, full load 6,000 tons, dim. 142.2 x 20 x 5m. (draught)
Powered CODLOG with two electric motors 5MW combined and a single gas turbine 42,900 shp. Speed 28 knots.
Range by a speed of 15 knots, 11,000 km.
Armament: 1 – 76mm dual purpose gun, 3 – 20mm cannons. 16 – Aster 15 SAM missiles, 16 – Scalp naval land attack cruise missiles. 8 – MM 40 Exocet anti ship missiles. 2 – twin 324mm torpedo tubes for MU90 lightweight torpedoes.
One NI-190 NFH helicopter.
Crew 145.
23 November 2012 commissioned.

The FREMM ("European multi-purpose frigate"; French: Frégate européenne multi-mission; Italian: Fregata europea multi-missione) is a class of multi-purpose frigates designed by DCNS/Armaris and Fincantieri for the navies of France and Italy. The lead ship of the class, AQUITAINE, was commissioned in November 2012 by the French Navy. In France the class is known as the Aquitaine class, while in Italy they are known as the Bergamini class. Italy has ordered six general purpose variants and four anti-submarine variants; the last two Italian general purpose FREMMs will have anti-aircraft warfare, anti-ballistic missile and surface attack capabilities. France has ordered six anti-submarine variants, and two air-defence variants.
Background
Three original variants of the FREMM were proposed; an anti-submarine variant (ASW) and a general-purpose variant (GP) and a land-attack variant (AVT) to replace the existing classes of frigates within the French and Italian navies. A total of 27 FREMM were to be constructed - 17 for France and 10 for Italy - with additional aims to seek exports, however budget cuts and changing requirements has seen this number drop significantly for France, while the order for Italy remained invaried. The land-attack variant (AVT) was subsequently cancelled.
A third anti-air warfare variant of FREMM was proposed by DCNS in response to French requirements for a new air-defence frigate, the new variant became known as FREDA ("FREgates de Défense Aériennes", "Air defence frigate"). This new French requirement was due to the third and fourth Horizon-class frigates being cancelled after the first two cost €1,350m each, but this decision left French Navy still in-need of replacements for its ageing Cassard-class air-defence frigates.
As of 2009, the FREDA design features a more powerful version of the Herakles (radar) passive electronically scanned array radar and 32 cells of SYLVER A50 in place of the 16 cells of A43 and 16 cells of A70. The SYLVER A50 would allow it to fire the 120 kilometres (75 mi)-range Aster 30 missile; the towed array sonar would not be fitted.
At Euronaval 2012 DCNS showed a new concept called FREMM-ER for the FREDA requirement, again based on the FREMM, but specifically mentioning the ballistic missile defence mission as well as anti-air. FREMM-ER has a modified superstructure replacing Héraklès with the new Thales Sea Fire 500 radar, whose four fixed plates resemble those of the US Navy's AN/SPY-1. However unlike the Héraklès and the SPY-1 (both using passive electronically scanned array technology), the Sea Fire 500 has active electronically scanned array antennas.
France
Original plans were for 17 FREMM to replace the nine D'Estienne d'Orves-class avisos and nine anti-submarine frigates of the Tourville and Georges Leygues classes. In November 2005 France announced a contract of €3.5 billion for development and the first eight hulls, with options for nine more costing €2.95 billion split over two tranches (totaling 17).
Following the cancellation of the third and fourth of the Horizon-class frigates in 2005 on budget grounds, requirements for an air-defence derivative of the FREMM called FREDA were placed – with DCNS coming up with several proposals. Expectations were that the last two ships of the 17 FREMM planned would be built to FREDA specifications; however, by 2008 the plan was revised down to just 11 FREMM (9 ASW variants and 2 FREDA variants) at a cost of €8.75 billion (FY13, ~US$12 billion). The 11 ships would cost €670 million (~US$760m) each in FY2014, or €860m (~US$980m) including development costs.
The 2013 White Paper on Defence and National Security committed France to 15 front-line frigates, which was initially wrongly interpreted as 2 Horizons, 5 La Fayettes and a reduction in the FREMM fleet down to 8 ships. The 2014/2019 defence plan restated a target of 11 FREMMs; the current plan is to deliver six ASW variants to replace the Georges Leygues-class frigates by 2019, followed by two anti-air variants to replace the ageing Cassard-class frigates and a decision will be taken in 2016 on what version the remaining three will be. In 2014, the French Navy's Chief of Staff, Adm. Bernard Rogel, confirmed that 11 FREMM frigates had been ordered but in 2015 the order was cut to 8 in order to allow the purchase of five FTI Mid-Size frigates from 2023. The FTI will replace the La Fayette-class class, which will be fitted with a sonar as an interim measure.

https://en.wikipedia.org/wiki/FREMM_mul ... se_frigate and French Post and Internet.
French 2017 1.46 Euro sg?, scott?

Empress of China (1783)

Empress of China, also known as Chinese Queen, was a three-masted, square-rigged sailing ship of 360 tons, initially built in 1783 for service as a privateer. After the Treaty of Paris brought a formal end to the American Revolutionary War, the vessel was refitted for commercial purposes. She became the first American ship to sail from the newly independent United States to China, opening what is known today as the Old China Trade and transporting the first official representative of the American government to Canton. America began trade with China in 1784, with the Philadelphia ship the Empress of China. Popular trade goods were tea, porcelain and fabric. The Chinese were skeptical of foreign powers, and trading was restricted to certain ports, one of which was Canton. The Chinese government saw Canton as a major trading hub and felt that it needed to be controlled tightly to limit the influence of the foreigners. The actual port for Canton was called Whampoa Reach and it was about 12 miles down river from Canton. Western vessels had to anchor at Whompoa Reach and transfer their cargo to junks which transported the goods to the city for trading. The first American merchant vessel to enter Chinese waters left New York harbor on Washington's birthday, February 22, 1784. The Empress returned to New York on May 11, 1785 after a round voyage of 14 months and 24 days. The success of the voyage encouraged others to invest in further trading with China. President Washington bought a set of Chinese porcelain tableware from the ship. The ship's captain John Green (1736–1796) was a former U.S. naval officer, its two business agents (supercargos), Samuel Shaw (1754–1794) and Thomas Randall (1723–1797), were former officers in the U.S. Continental Army, and its syndicate of owners, including Robert Morris (1734–1806) were some of the richest men in the new nation. In 1986, China minted a silver 5-yuan to commemorate the voyage of the Empress. The design stamp is made after painting of Raymond-Massey: « Arrival «Empress of China» in Whampoa».
Mali 2017;420f;SG? Source:en.wikipedia.org/wiki/Empress_of_China_(1783); http://americanhistory.si.edu/collectio ... ah_1301925.
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ADMELLA

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ADMELLA

Postby shipstamps » Sat Sep 13, 2008 12:14 am


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Built as passenger-cargo vessel under yard No 19 by Laurence Hill & Comp. , Inch Green, Glasgow for the Adelaide & Melbourne Steam Packet Co at Port Adelaide, Australia.
17 September 1857 launched under the name ADMELLA, named after the three colonial towns she sailed between, Adelaide, Melbourne and Launceston.
Tonnage 392 (old measure) 209 tons (new act). Dim. 188 x 24 x 13.6ft.
One 300 hp steam engine, one two-bladed propeller.

When completed and after trials were made in the Firth of Clyde her two-bladed propeller was disconnected and put in the hold, and she made the passage to Australia under canvas.
She had a main saloon panelled with plate glass and mirrors, with a library and crimson velvet fittings.
Steerage accommodation forward of the hold, and second class on the quarterdeck.
Cargo space for 392 tons cargo.
When she arrived in Australia she inaugurated a steamer service between the three ports she was named after.
August she made the first voyage in this service under command of Capt. Hugh MacEwan, she made also sometimes a call at Warrnambool and Portland in route.
Captain MacEwan and the ADMELLA were a popular combination with passengers. Capt. MacEwan had been at sea for thirty years, the last five in command of steamers. He was a teetotaller who had gained the reputation of being a cautious navigator

What started as an exciting trip for 113 passengers and crew bound for the Melbourne’s Champion Sweepstakes in 1859, turned into a deadly sea battle in which men, women and children languished on a reef for more than eight days, with only 24 of them surviving.

The ADMELLA left port Adelaide on Friday 5 August 1859 with a crew of 26; picking up passengers at the Semaphore jetty. One deck were six racehorses, carried in boxes. After passage through Backstairs Passage at midday, the vessel part-owner, Captain MacEwan, took his departure from the lighthouse on Cape Willoughby and set a course to pass well offshore from the reefs of Cape Jaffa, 100 miles south-eastwards. This track exposed the ship to the full force of the prevailing winter westerly’s, and the heavy swell, backed by thousands of miles of Southern Ocean, which creates unpredictable currents. The next landfall was the low sandy coastline from which a reliable position fix would not be possible until the new lighthouse on Cape Northumberland was sighted about 180 miles away. It was the captain’s practice to keep within sight of the land whenever possible during daylight and to set a course about 15 miles offshore at night. At 4 p.m., with Cape Willoughby about 32 miles astern, the swell from the south-west caused the ADMELLA to roll heavily, causing one of the horses to fall in its stall. The ship was hove to and headed into the swell for an hour to get the horse back on its feet and to make everything secure for the night. Although the weather remained fine, the swell persisted. At midnight the ADMELLA should have been off Rivoli Bay and a slight alternation in course was made to converge with the land, and to ensure that the Cape Northumberland light would be sighted at its maximum range of 18 miles.
Lighting in the south-west heralded worsening weather. At 4 a.m., Captain MacEwan, believing the ship to be at least 16 miles offshore and Cape Northumberland light just over the horizon, made an other slight alternation of course inshore. He then retired to his cabin leaving the mate, helmsman and look-out on the bridge. Less than an hour later a slight jolt caused the first mate to order the course to be altered to seaward, but the ADMELLA had grounded on the jagged pinnacles of Carpenter Rocks at Cape Banks some 16 miles inshore from her estimated position. As Captain MacEwan scrambled back to the bridge and ordered the lifeboats cleared away, the ADMELLA broke into three sections at the watertight bulkheads. Many passengers and crew drowned as the ship broke up, but a large number managed to take refuge on the forward and after sections which remained almost intact, with decks above water, listing 45 degrees.
The midship section however, collapsed and left engines and boilers exposed to the rolling surf. The two midship lifeboats had been lost, one smashed by the falling funnel. Those who had been clearing the lifeboats, including the captain, swam to the after section. While swinging the after lifeboat the forward fall was let go and the boat hung vertically on its after fall before the davit broke and the boat floated away. Then the mainmast crashed overboard, taking with it several who sought refuge in the rigging. Heavy seas broke over the wreck, leaving only four lifeboats out of ADMELLA’s extensive lifesaving equipment. Twelve of the latest swimming belts, which had been stowed below decks, were apparently lost in the darkness; nobody had any idea where the ship had been wrecked. But as daylight broke, it revealed low sand hills about a mile away with no signs of habitation. When tiers of heavily breaking surf, each successive sea threatened the wreck with complete destruction. When the main boom was swept away, the captain jumped into the sea after it, as it would have been invaluable in constructing a raft. Almost drowned he was pulled back to the doubtful safety of the after section, which had now swung round over the reef. Sixty feet away the forward section was being pounded even more mercilessly. Two men more had been washed overboard, leaving about 40 men, women and children clinging precariously to it. All the horses seemed to have managed to swim ashore, but attempts by several passengers to either swim, or paddle on wreckage, failed. With great excitement another steamship was sighted approaching from the sea. It was recognized as the ADMELLA’s sister ship HAVILAH, bound for Adelaide. But flags and urgent ringing of the bell failed to attract her attention. As darkness fell on the first day of the wreck, false hopes were again raised by a steamer’s lights seen approaching from the north-west. It was the P&O liner BOMBAY, caught in the same treacherous current that had carried the ADMELLA too close inshore. Unfortunately, those on the wreck had no means of showing lights or making signals. The BOMBAY narrowly missed the rocks and steamed on, unaware of their fate.
Sunday 7 August dawned calm and clear. A passenger marooned on the forward section, Captain Harris, another shipmaster, realized that this section would soon disintegrate. He signalled those on the after section to make contact by line. He and about 13 other managed to gain the relative safety of the after section. But of the 20 left on the forepart who were to weak or afraid to make the attempt, none of them survived. There were now about 70 people on the after section. Captain Harris dived into the flooded storerooms and recovered some supplies, which provided a bit of essential sustenance. Then with the only tool available, a meat chopper, several of the survivors managed to build a raft. Two seamen, Leach and Knapman, volunteered to man it. After three hazardous hours, the raft emerged from the breakers, and the two seamen washed up on the beach exhausted. After a brief rest they stumbled along the sand hills across creeks and swamps to Cape Northumberland lighthouse to report the wreck to the lighthouse keeper.
He immediately set off for the nearest homestead to borrow a horse. But as luck would have it, he had not ridden far before he was thrown off.

Monday morning brought bitter could and increasing seas breaking over the wreck. Some shelter was afforded in the cabins, but there was not enough space for all and several died of from exposure.

As news of the wreck finally reached the nearest post office 20 miles away at Mount Gambier, the disaster was reported by telegraph to Adelaide and Melbourne, and people from the surrounding countryside began to converge on the beach near Carpenter Rocks with food and clothing. Seas were now smooth and a quantity of wreckage had come ashore. But there were no means at hand with which to attempt a rescue. The nearest lifeboat was 100 miles away at Portland.
Twenty miles away, at the lighthouse, there was a small boat. The only thing that could be done that night was to send for the boat and to light a fire on the beach to encourage the marooned survivors. By the time the lighthouse boat arrived at 3 a.m., a badly damaged boat, which had washed ashore from the wreck, had been repaired on the beach. But rising seas precluded any launching of either craft until five o’clock in the afternoon and both of those attempts proved futile.
In the meantime the steamer CORIO arrived with a pilot boat with which to make the rescue attempt. But all she could do was heave to for the night and hope for improved weather in the morning. At this point the 40 to 50 remaining survivors had been languishing on the wreck for five days. From seawards the CORIO approached to within 200 yards of the after section. Guided from the CORIO the pilot boat rowed towards a gap in the reef, but after half an hour’s struggle, had to give up the attempt. Seeing another hope of rescue fade. Harris tried to urge the survivors to apply their weakening efforts to building another raft, this time from the mizzen gaff and two cabin doors. But during an argument over who would man the raft, it drifted away.
Captain Harris, too exhausted to do any more, died before the day was done.
Germien, the lighthouse keeper, and Thomas, the pilotboat coxswain, made another attempt to launch their boats from the beach that evening, and an another attempt in the morning, ending in boat boats being swamped in deteriorating westerly weather. With the CORIO being unable to approach to within less than a mile of the wreck and coal running short, Captain Quin decided to make a dash to Robe for replenishment.
Just as the CARIO headed north-westwards, the LADY BIRD, a 309 ton steamer owned by the Henty Brothers, came to from the east, sighting what remained of the ADMELLA. Not far away was the steamer ANT, which had also been sent from Robe to assist in the rescue. In what must have seemed like an endless succession of bad luck to be doomed survivors another attempt at rescue failed, as a rocket line was fired from a lifeboat but nobody on board the ADMILLA was able to take it. No further rescue attempts were made that day. During the night rain relieved the survivors thirst, but they had now been without adequate food or drink for a week.
Saturday 13 August, brought moderated weather. From the beach, Germein launched another rescue attempt with two boats. This time, both boats weathered the surf and approached close to the wreck. The pilot boat made another unsuccessful attempt to pass a line, and Germein’s boat was washed clean over the remains of the ADMILLA’s engines. But riding back on another roller, he rejoined the pilot boat, and this time, a line was secured by one of the survivors on the wreck. Germein managed to get three passengers, including Captain MacEwan to make the perilous transfer to one of the boats. Seeing ANT and the LADY BIRD coming in close they rowed for the beach. Germein went back for another passenger, but unfortunately he drowned when the boat capsized while landing. Then the Portland lifeboat and the whaleboat repeated the manoeuvre of the previous day, assisted by a boat from the ANT. This time the line was taken and secured to the wreck, and 18 men and one woman were rescued in the end, only 24 survived out of the 113 who had taken passage on the ADMELLA at Adelaide eight days previously

The court of Inquire decided that the ADMELLA had experienced a strong in-shore set and that the BOMBAY was fortunate in not having also ended her days on Carpenter Rocks. More efficient means of inserting watertight bulkheads into steamships was recommended, noting that the ADMELLA had broken into three sections at the rows of the bulkhead rivet holes.
Captain MacEwan was absolved from any blame for the disaster, but was criticized for not having taken regular soundings when his position was uncertain. Cen Afr Rep SG1014

Source: Australian Coastal Shipping by Barry Pemberton. Hazards of the Sea by Capt. John Noble. Some web-sites.
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Re: ADMELLA

Postby D. v. Nieuwenhuijzen » Fri May 19, 2017 6:45 pm

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Dhufar 1977, 5 B. StG.?
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