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. Full membership 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.

Witched Canoe (Popular Canadian Folk Tale) 19th Century

“La Chasse-galerie” also known as "The Bewitched Canoe" or "The Flying Canoe" is a popular French-Canadian tale of “voyageurs” who make a deal with the devil, a variant of the Wild Hunt. Its most famous version was written by Honoré Beaugrand (1848–1906). It was published in The Century Magazine in August 1892.

This particular story can be traced back to a French legend about a rich nobleman named Gallery who loved to hunt. He loved it so much that he refused to attend Sunday mass. As punishment for this sin he was condemned to fly forever through the night skies, chased by galloping horses and howling wolves, in a fashion reminiscent of the Wild Hunt.

When French settlers arrived in Canada, they swapped stories with the natives and the tale of Gallery was combined with an Indian legend about a flying canoe.

After a night of heavy drinking on New Year's Eve, a group of “voyageurs” working at a remote timber camp want to visit their sweethearts some 100 leagues away (300 miles). The only way to make such a long journey and be back in time for work the next morning is to run the “chasse-galerie”. Running the “chasse-galerie” means making a pact with the devil so that their canoe can fly through the air to their destination with great speed. However, the travellers must not mention God's name or touch the cross of any church steeple as they whisk by in the flying canoe. If either of these rules are broken during the voyage, then the devil will have their souls. To be safe, the men promise not to touch another drop of rum to keep their heads clear.

The crew take their places in the canoe which then rises off the ground, and they start to paddle. Far below they see the frozen Gatineau River, many villages, shiny church steeples and then the lights of Montreal. The bewitched canoe eventually touches down near a house where New Year's Eve festivities are in full swing. No one wonders at the trappers'/loggers' sudden arrival. They are embraced with open arms and soon are dancing and celebrating as merrily as everyone else. Soon it is late and the men must leave if they are to get back to camp in time for work. As they fly through the moonless night, it becomes apparent that their navigator had been drinking as he steers the canoe on a dangerously unsteady course.

While passing over Montreal they just miss running into a church steeple, and soon after the canoe ends up stuck in a deep snowdrift. At this point the drunken navigator begins swearing and taking the Lord's name in vain. Terrified the devil will take their souls, the men bind and gag their friend and elect another to steer. The navigator soon breaks his bonds and begins swearing again. The crew become more and more shaken at the possibility of losing their souls, and they eventually steer the bewitched canoe right into a tall pine. The men spill out and are knocked unconscious. The ending of the story changes from version to version. Sometimes the men are condemned to fly the canoe through hell and appear in the sky every New Year's Eve, but in all but one version all escape the terms the devil made.

Several different versions of this tale exist. An Acadian version involves an axe handle. It stretches to accommodate as many as climb on.

Another variation has the devil himself steering and deliberately trying to break the rules on the return journey, at which point they threw him out of the canoe to save themselves.

In English this particular legend is known as "The Canoe", or "The Wild Hunt Bewitched". The second name is used to translate precisely “chasse-galerie” as it is known in Canadian French; the other term is much broader.

In Quebec, the best-known version is written by Honoré Beaugrand. This is the story of the Gatineau loggers who make a pact with the devil in order to steal a boat so they can visit their women. They are warned, however, not to blaspheme during the voyage, or touch crosses atop church steeples, and they must be back before six o'clock the next morning. Otherwise they would lose their souls. Beaugrand was a Freemason Luciferian. Luciferians were inspired by the ancient myths of Egypt, Rome and Greece, Gnosticism and traditional Western occultism. They considered Lucifer as an angelic light bearer. In his version, the devil (Lucifer) is rather generous, and allows the men to return unhurt and undamaged.

The tale appeared in a book of French-Canadian folktales called Legends of French Canada by Edward C. Woodley, published in 1931, republished in 1938. The tale is told as a recollection of one of the men who made chasse-galerie. The men travel from St. Maurice to St. Jeanne. The return accident is credited to whiskey-blanc.

An earlier volume in English, entitled The Flying Canoe (La Chasse-Galerie) was written by J.E. Le Rossignol, by Mc Lelland and Steward Publishers in 1929. In it, thanks is given (with no further publication information) to "the Toronto Star Weekly, and the Canadian Home Journal for their courteous permission to republish certain stories which appeared originally in these journals."


One of the oldest rides at Montreal's La Ronde amusement park, La Pitoune, uses this legend as inspiration. It is a basic sawmill log ride, but overhead is a representation of the flying canoe, with the devil perched behind the terrified men. The high bench at the back of the log-cars is therefore referred to as "the devil-seat."

During the Opening Ceremony for the 2010 Winter Olympics in Vancouver, a canoe containing fiddler Colin Maier was lowered from the ceiling in an allusion to the legend.

Canada 1991, S.G.?, Scott: 1334.

Source: Wikipedia.

U-99 submarine

Built as one of the Type VIIB submarines under yard No 593 by F. Krupp Germaniawerft AG, Kiel, Germany for the German Navy.
15 December 1937 ordered.
31 March 1939 keel laid down.
12 March 1940 launched as the U-99.
Displacement 753 ton surface. 857 ton submerged. Dim. 66.6 x 6.2 x 4.74m. Length bpp 48.8m.
Powered diesel electric by two 6 cyl. 4 stroke F46 diesel engines, total 2,800-3,200 bhp., and 2 AEG electro motors GU 460/8-276 totalling 750 shp., speed surface 17.9 knots, submerged 8 knots.
Range by a speed 10 knots, 9,400 mile and submerged by a speed 4 knots, 90 mile.
Test depth 220 metre.
Armament 5 – 53.3 cm torpedo tubes, four bow one stern. Carried 14 torpedoes or 26 TMA mines. 1 – 8.8 cm deck gun and various AA guns.
Crew 40 – 60.
18 April 1940 commissioned under command of Kptit Otto Kretschmer.
From 18 April 1940 till 30 June 1940 training as a unit of the 7 Flottille. Then in active service.
Made 8 war patrols in which she sunk 35 ships, 3 auxiliary warships, captured 1 ship and damaged 5 other ships. Wikipedia has more on this sinking’s http://en.wikipedia.org/wiki/German_sub ... U-99_(1940)

Attacks on this boat and other events as given in http://uboat.net/boats/u99.htm
21 Jun 1940
while inbound to Bergen with a medical casualty U-99 sailed into the path of the German battlecruiser Scharnhorst, whose Ar196 scout plane mistook the boat for a British submarine and attacked, causing damage that forced the boat back to Germany for repairs. (Sources: Blair, vol 1, page 171)
23 Jun 1940
The already damaged boat was returning from Bergen to Wilhelmshaven when bombed by aircraft twice this day, but only minor damage was caused. (Sources: Ritschel)
29 Jun 1940
In diving to escape an attack by a German aircraft which dropped three bombs, the boat suffered minor damage on striking the seabed. It continued the patrol after repairing the damage while settled on the bottom. (Sources: Ritschel)
7 Jul 1940
At 14.14 hours the boat tried to stop the armed merchant Manistee with gunfire after missing her with a G7e torpedo at 14.01 hours. No hits were scored in the gun duel, but the Germans broke off the attack when shots fell within 100-200m of U-99. (Sources: Ritschel)
8 Jul 1940
After a successful attack on convoy HX 53 south of Fastnet, escorts dropped a total of 107 depth charges over 14 hours, but the boat escaped unscathed. (Sources: Ritschel)
31 Jul 1940
Following a successful attack on convoy OB 191, escorts dropped 20 depth charges but U-99 escaped unscathed. In the evening the boat surfaced to attack the convoy again, but was twice forced to dive and bombed by a flying boat, again without being damaged. (Sources: Ritschel)
27 Sep 1940
During a night air raid on Lorient, two bombs fell close to the moored boat and debris caused slight damage to the deck. (Sources: Ritschel)
General notes on this boat
12 Jul 1940. On 12 July, 1940, the Estonian steamer Merisaar was ordered by U-99 to sail to Bordeaux, France (the port was then already under German control). Her captain complied but on the way there she was sunk (on July 15th) by bombs from a German aircraft south of Queenstown.
3 Nov 1940. At 2250hrs on 3 November, 1940, one of the most dramatic battles of the U-boat war began. U-99 attacked the armed merchant cruisers HMS Laurentic and HMS Patroclus. They were both sunk within seven hours, during which the U-boat fired ten torpedoes and four rounds from the deck gun, while the vessels returned fire without damaging the U-boat.
Men lost from U-boats
Unlike many other U-boats, which during their service lost men due to accidents and various other causes, U-99 did not suffer any casualties (we know of) until the time of her loss.
FATE.
On 17 March 1941, U-99 had just fired the last of her torpedoes and sunk KORSHAMN when the Watch Officer spotted a destroyer, south-east of Iceland in approximate position
61°N 12°W61°N 12°W. He immediately ordered a dive, contrary to Kretschmer's standing orders, but once the boat was under it was quickly fixed on ASDIC and attacked by HMS WALKER AND VANOC. U-99 was driven deep by the attack but was nonetheless severely damaged. Kretschmer had no choice but to surface; immediately a barrage of fire greeted the boat. Kretschmer sent a message to Donald Macintyre, WALKER’s captain, "CAPTAIN TO CAPTAIN. I AM SUNKING [sic] PLEASE RESCUE MY CREW." He then ordered that the boat should be scuttled. 40 crew, including Kretschmer, were rescued to become POWs, while three crewmen lost their lives. Macintyre took Kretschmer's binoculars as a souvenir.

Chad 2015 2000F sgMS?, scott? (In the margin of the sheet is also U-99 depict..)
Sources’ U-boat net and Wikipedia.

Tunku Abdul Rahman KD (Submarine) 2009

KD Tunku Abdul Rahman is a Scorpène-class submarine built for the Royal Malaysian Navy by DCNS in Cherbourg and Navantia company in Cartagena, Spain. The fore section was built at DCNS and joined to the aft section, which was built by Navantia. On 3 September 2009, Tunku Abdul Rahman arrived in Malaysia 54 days after sailing from Toulon for her new home.

She was named after Tunku Abdul Rahman Putra Al-Haj ibni Almarhum Sultan Abdul Hamid Halim Shah, (8 February 1903 – 6 December 1990) was Chief Minister of the Federation of Malaya from 1955, and the country's first Prime Minister from independence in 1957. He remained as the Prime Minister after Sabah, Sarawak, and Singapore joined the federation in 1963 to form Malaysia. He is widely known simply as "Tunku" or "The Tunku" (a princely title in Malaysia) and also called “Bapa Kemerdekaan” (Father of Independence) or “Bapa Malaysia” (Father of Malaysia).

She was ordered ; June 2002, laid down; December 2003, launched; October 2007, commissioned; January 2009, displacement; 1,577 long tons (1,602 t) surfaced, 1,711 long tons (1,738 t) submerged, length; 66.4 m (217 ft 10 in), beam; 6.2 m (20 ft 4 in), draft; 5.4 m (17 ft 9 in), propulsion; 2 × SEMT-Pielstick 12 PA4 200SM DS diesels 1 × Jeumont Industrie motor, 4,700 hp (3,505 kW), 1 shaft.

Her speed; 12 knots surfaced 20.5 kn submerged, range; 6,000 nmi at 8 kn surfaced 360 nmi at 4 kn submerged, test depth; more than 300 m (980 ft), complement; 32, sensors and processing systems; I-band navigation radar, hull mounted, active/passive search and attack, medium frequency sonars, electronic warfare and decoys; Thales DR 3000 tactical ESM receiver, armament; 6 x 533-mm torpedo tubes for 18 Whitehead Alenia Sistemi Subacquei Black Shark heavyweight torpedoes or SM.39 Exocet anti-ship missiles, 30 mines in place of torpedoes

The Scorpène-class submarines are a class of diesel-electric attack submarines jointly developed by the French DCN and the Spanish company Navantia and now by DCNS. It features diesel propulsion and an additional air-independent propulsion (AIP).

The French Module d'Energie Sous-Marine Autonome (MESMA) system is being offered by the French shipyard DCN for the Scorpène-class submarines. It is essentially a modified version of their nuclear propulsion system with heat being generated by ethanol and oxygen. A conventional turbine power plant powered by steam generated from the combustion of ethanol and stored oxygen at a pressure of 60 atmospheres. This pressure-firing allows exhaust carbon dioxide to be expelled overboard at any depth without an exhaust compressor.

Each MESMA system costs around $50–60 million. As installed on the Scorpène, it requires adding a new 8.3-m (27 ft), 305 tonne hull section to the submarine, and results in a submarine able to operate for greater than 21 days under water, depending on variables such as speed.

Malaysia issued a set of Three stamps to Commemorate the induction of the First Malaysian Submarine in Royal Malaysian Navy in Sep 2009. Kapal Diraja Tunku Abdul Rahman (KD TAR) is the first of the two Malaysian Scorpene Class Submarines. It also celebrates 75 Years of Malaysian Navy. Three stamps were issued on 03 Sep 2009. First stamp shows a graphic sketch of Submarine named after a reef Fish (Scorpene).

Malaysia 2009, S.G.?, Scott: ?

Malaysia 2009, S.G.?, Scott: ?

Malaysia 2009, S.G.?, Scott: ?

Source: Wikipedia.

Manila galleons

The Manila Galleons wereSpanish trading ships that made round-trip sailing voyages once or twice per year across the Pacific Ocean from the port of Acapulco in New Spain (present-day Mexico) to Manila in the Spanish East Indies (present day-Philippines). The name of the galleon changed reflecting the city that the ship was sailing from. The term Manila Galleons is also used to refer to the trade route between Acapulco and Manila, which lasted from 1565 to 1815.
The Manila Galleons were also known in New Spain as "La Nao de la China" (The China Ship) because it carried largely Chinese goods, shipped from Manila.
The Manila Galleon trade route was inaugurated in 1565 after Agustinian friar and navigator Andrés de Urdanetadiscovered the tornaviaje or return route from the Philippines to Mexico. The first successful roundtrips were made by Urdaneta and by Alonso de Arellano that year. The route lasted until 1815 when the Mexican War of Independence ended Spanish control of Mexican ports. The Manila galleons sailed the Pacific for 250 years, bringing to Spain their cargoes of luxury goods, economic benefits, and cultural exchange.
In order to settle and trade with these islands from the Americas, an eastward maritime return path was necessary. The first ship to try this a few years later failed.
The Manila-Acapulco galleon trade finally began when Spanish navigators Alonso de Arellano and Andrés de Urdanetadiscovered the eastward return route in 1565. Sailing as part of the expedition commanded by Miguel López de Legazpi to conquer the Philippines in 1565, Arellano and Urdaneta were given the task of finding a return route. Reasoning that the trade winds of the Pacific might move in a gyre as the Atlantic winds did, they had to sail north to the 38th parallel north, off the east coast of Japan, before catching the eastward-blowing winds ("westerlies") that would take them back across the Pacific.
Reaching the west coast of North America, Urdaneta's ship the San Pedro hit the coast near Cape Mendocino, California, then followed the coast south to San Blas and later to Acapulco, arriving on October 8, 1565. Most of his crew died on the long initial voyage, for which they had not sufficiently provisioned. Arellano, who had taken a more southerly route, had already arrived.
Trade with Ming China via Manila served a major source of revenue for the Spanish Empire and as a fundamental source of income for Spanish colonists in the Philippine Islands. Until 1593, two or more ships would set sail annually from each port. The Manila trade became so lucrative that Seville merchants petitioned king Philip II of Spain to protect the monopoly of theCasa de Contratación based in Seville. This led to the passing of a decree in 1593 that set a limit of two ships sailing each year from either port, with one kept in reserve in Acapulco and one in Manila. An "armada" or armed escort of galleons, was also approved. Due to official attempts at controlling the galleon trade, contraband and understating of ships' cargo became widespread.
Due to the route's high profitability but long voyage time, it was essential to build the largest possible galleons, which were the largest class of ships known to have been built. In the 16th century, they averaged from 1,700 to 2,000 tons, were built of Philippine hardwoods and could carry a thousand passengers. The Concepción, wrecked in 1638, was 43 to 49 m (140–160 feet) long and displacing some 2,000 tons. The Santísima Trinidad was 51.5 m long. Most of the ships were built in the Philippines and only eight in Mexico. The Manila-Acapulco galleon trade ended in 1815, a few years before Mexico gained independence from Spain in 1821. After this, the Spanish Crown took direct control of the Philippines, and was governed directly from Madrid. The galleon trade was nourished by merchants largely from port areas of Fujian who traveled to Manila to sell Spaniards spices, porcelain, ivory,lacquerware, processed silk cloth and other valuable commodities. Galleons transported the goods to be sold in the Americas, namely in New Spain andPeru as well as in European markets. East Asia trading primarily functioned on a silver standard due to Ming China's use of silver ingots as a medium of exchange. As such, goods were mostly bought by silver mined from Mexico and Potosí. The cargoes arrived in Acapulco and were transported by land across Mexico to the port of Veracruz on the Gulf of Mexico, where they were loaded onto the Spanish treasure fleet bound for Spain. It took at least four months to sail across the Pacific Ocean from Manila to Acapulco, and the galleons were the main link between the Philippines and the viceregal capital at Mexico City and thence to Spain itself. Even after the galleon era, and at the time when Mexico finally gained its independence, the two nations still continued to trade, except for a brief lull during the Spanish–American War.
The wrecks of the Manila galleons are legends second only to the wrecks of treasure ships in the Caribbean. In 1568, Miguel López de Legazpi's own ship, the San Pablo (300 tons), was the first Manila galleon to be wrecked en route to Mexico. Between the years 1576 when the Espiritu Santo was lost and 1798 when the San Cristobal (2) was lost there were twenty Manila galleons wrecked within the Philippine archipelago. In 1587 a Manila galleon was captured by Thomas Cavendish and in 1743 by George Anson, 1st Baron Anson.
After 1565, Urdaneta's new route allowed Manila galleons to sail regularly between Mexico and the Philippines for two and a half centuries, ending in 1815. The westward route from Mexico passed south of Hawaii, making a short stopover in Guam before heading for Manila. The exact route was kept secret to protect the Spanish trade monopoly against competing powers, and to avoid Dutch and English pirates. Due to this policy of discretion, if the Spanish did find Hawaii during their voyages, they would not have published their findings and the discovery would have remained unknown. The theory that Hawaii was discovered by the Spanish is reinforced by the findings of William Ellis, a writer and missionary who lived in early 19th century Hawaii, and recorded several folk stories about foreigners who had visited Hawaii prior to first contact with Cook. See also viewtopic.php?f=2&t=11076.
Philippines 2011;3х7р;SG?1998;15p;SG3088.1984;7p50;SGMs1822. Mexico1998;7,4d;SGMs2500.1964;80c;SG1086.
http://en.wikipedia.org/wiki/Manila_galleon.

Battle of Frigate Bay 1782

The Battle of Saint Kitts, also known as the Battle of Frigate Bay, was a naval battle that took place on 25 and 26 January 1782 during the American Revolutionary War between a British fleet under Rear-Admiral Sir Samuel Hood and a larger French fleet under the Comte de Grasse.

When Hood returned to the West Indies in late 1781 after the Battle of the Chesapeake, he was for a time in independent command owing to Rodney's absence in England. The French Admiral, the Comte de Grasse, attacked the British islands of Saint Kitts and Nevis Hood hoping to salvage the situation made for St Kitts with reinforcements however he soon learned that he was facing a much superior force. De Grasse had landed 6,000 men on St Kitts and laid siege to the fortress on Brimstone Hill.

The British fleet on 24 January consisting of twenty-two sail of the line, was close off the south-east end of Nevis. It soon ran into and captured the French 16-gun cutter Espion carrying a large amount of ammunition for the use of the besieging French forces at Brimstone Hill. At daybreak on the 25th, the French fleet was discovered standing to the southward of Basseterre, comprising one ship of 110 guns, twenty-eight two-decked ships, and two frigates. Hood stood towards the French fleet, with the apparent intention of bringing on action, which had the effect of drawing the French fleet off the land. This was achieved but no sooner had Hood effected this he was aided by a favourable change in the wind, and took his fleet within the anchorage of Basseterre or Frigate Bay, which the French admiral had quit. Hood ordered his fleet in an L formation and once this had been achieved he then ordered his fleet to lay anchor. Comte de Grasse, in frustration made three distinct and vigorous attacks upon the British fleet on the 26th but was successively repulsed with great damage to his ships.

Losses on both sides were light but the French fleet had suffered considerable damage. Hood managed to stay in the position for another two weeks without further incident. Despite outmanoeuvring De Grasse, Hood was unable to save the island from surrendering to the French, due in part to the French siege of Brimstone Hill, a fortress on the island. This happened on 12 February and Hood left on the 14th. Hood then joined forces with the recently arrived Admiral George Rodney.

Nevis 1989, S.G.?, Scott: 580a,b,c.

Source: Wikipedia.

HA 14 midget submarine

The midget submarine (M27) carried piggy back on deck, as seen on the stamp of Chad which shows us the Japanese submarine I-27 was one of Type A built for the Imperial Japanese Navy. Mostly the midget submarine is given as the HA-14.
The M27 was built as an A Type midget submarine by Kure Naval Arsenal. The A Type was built from 1940 till 1943.
Displacement 47 ton submerged, dim. 23.9 x 1.85 x 3.4m., draught 1.88m on surface.
Propulsion: powered by 1 electro motor 600hp, one shaft, fitted out with two screws counter rotating, leading screw, right handed, trailing screw left handed. Speed surfaced 23 knots, 19 knots submerged.
Range 100 mile by a speed of 2 knots, 18 mile by a speed of 19 knots.
Test depth 30 metre.
Armament 2 – 450mm torpedo tubes and 1 – 300 lbs scuttling explosion.
Crew 2.
Japanese midget submarine attacks on Sydney
On the night of 29 May 1942, five large Japanese submarines positioned themselves 56 kilometres north-east of Sydney Heads. At 3 a.m. the next day one of the submarines launched a reconnaissance aircraft. After circling Sydney Harbour the aircraft returned to its submarine, reporting the presence of 'battleships and cruisers' moored in the harbour. The flotilla's commanding officer decided to attack the harbour with midget submarines the next night. The next day the five submarines approached to within 11 kilometres of Sydney Heads, and at about 4:30 p.m. they released three midget submarines, which then began their approach to Sydney Harbour.
The outer-harbour defences detected the entry of the first midget submarine, No.14, at about 8 p.m., but it was not identified until it became entangled in an anti-torpedo net that was suspended between George's Head and Green Point. Before HMAS YARROMA was able to open fire, the submarine's two crew members destroyed their vessel with demolition charges and killed themselves.
The second submarine, No.24b, entered the harbour at about 9.48 p.m. and headed west towards the Sydney Harbour Bridge, causing a general alarm to be issued by the Naval Officer in Charge, Sydney. About 200 metres from Garden Island the submarine was fired on by the heavy cruiser USS CHICAGO. The submarine then fired its two torpedoes at the cruiser. One torpedo ran ashore on Garden Island, but failed to explode. The other passed under the Dutch submarine K9 and struck the harbour bed beneath the depot ship HMAS KUTTABUL where it exploded, killing 21 sailors (19 Royal Australian Navy and 2 Royal Navy). The submarine then slipped out of the harbour, its mission complete, and disappeared. Its wreck was located, about 30 km north of the harbour and 5 km to seaward, in November 2006. It is now protected as a war grave.
The third submarine, No.21, was sighted by HMAS YANDRA at the entrance to the harbour and was depth-charged. Some four hours later, having recovered, it entered the harbour, but it was subsequently attacked with depth charges and sunk in Taylor Bay by vessels of the Royal Australian Navy. Both members of the submarine's crew committed suicide.
The two submarines that were recovered were identical, and their remains were used to reconstruct a complete submarine, which toured New South Wales, Victoria and South Australia before being delivered to the Australian War Memorial in Canberra in 1943, where it remains on display.

Chad 2014 700f sg?, scott?
http://en.wikipedia.org/wiki/Type_A_K%C ... _on_Sydney
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Mtendere

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Mtendere

Postby john sefton » Tue Nov 09, 2010 8:21 pm

SG730.jpg
SG730
Click image to view full size
Lake Malawi is approximately 575km long and up to 80km wide. It forms part of the Great Rift Valley with steep and precipitous slopes in places. It is the third largest lake in Africa and amongst the twelve largest lakes in the world. The deepest part of the lake, at the northern end, is 213 metres below sea level or 701 metres deep. The lake surface covers an area of nearly 23,000 square kilometres, which is approximately 20% of the total area of the Republic of Malawi.
Ships have been operated on Lake Malawi by Malawi Railways since 1931 and vessels have been able to connect with the rail system at Chipoka since 1935. However, because of the exposed nature of the lake shore at Chipoka the headquarters of the Lake Service were developed at Monkey Bay, the nearest sheltered bay about 45 kilometres almost due east of Chipoka.
Built in 1935, the first modern ship to operate commercially on Lake Malawi was the MV MPASA. At that time the facilities at Chipoka were very scant and there were no services at any of the ports of call. The complete redevelopment of Chipoka was completed in 1979 whilst proper harbour installations were first provided at Chilumba in the northern region in 1973.
Improvements have also been made at Monkey Bay including in 1975 the provision of a slipway.

The MV MTENDERE entered service in October 1980, she was the first vessel to provide seating accommodation for all passengers. In her first full year of service she carried 70,000 passengers but two years later this had increased to nearly 100,000. The vessel operates a weekly schedule serving the major ports and many smaller ones; she also serves the islands of Likoma and Chizuniulu.

Log Book September 1985

Malawi SG730
john sefton
 
Posts: 1644
Joined: Sun Mar 22, 2009 1:59 pm

Re: Mtendere

Postby aukepalmhof » Tue Aug 05, 2014 8:40 pm

2014 mtendere.jpg
Click image to view full size
Built in sections as a ferry under yard No 1415 by Schlichting Werft, Travemünde, Germany for the Malawi Railways Ltd. The ship was paid by the German Government as aid to the Malawian Government.
The sections arrived at Lake Malawi on 25 July 1980 were the sections again were fitted together.
03 October 1980 completed as the MTENDERE.
Tonnage 924 grt, dim. 50.7 x 9.7 x 2.4m. (draught)
Two diesel engines each 498 hp, speed 11.5 knots.

Malawi 2014 K100 sg?, scott?
aukepalmhof
 
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