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.

Tristan da Cunha.The first landing.

Though far west of the Cape of Good Hope, the islands were on the preferred route from Europe to the Indian Ocean in the 17th century; ships first crossed the Atlantic to Brazil on the Northeasterly Trades, followed the Brazil Current south to pass the Doldrums, and then picked up the Westerlies to cross the Atlantic again, where they could encounter Tristan da Cunha. The Dutch East India Company required their ships to follow this route, and on 17 February 1643 the crew of the Heemstede, captained by Claes Gerritszoon Bierenbroodspot, made the first confirmed landing. The Heemstede replenished their supplies with fresh water, fish, seals and penguins and left a wooden tablet with the inscription "Today, 17 February 1643, from the Dutch fluyt Heemstede, Claes Gerritsz Bierenbroodspot from Hoorn and Jan Coertsen van den Broec landed here".(See the stamp). There after, the Dutch East India Company returned to the area four more times to explore whether the islands could function as a supply base for their ships. The first stop was in 5 September 1646 on a voyage to Batavia, Dutch East Indies, and the second was an expedition by the galliot Nachtglas (Nightglass), which left from Cape Town on 22 November 1655. The crew of the Nachtglas noticed the tablet left by the Heemstede on 10 January 1656 near a watering place. They left a wooden tablet themselves as well, like they also did on Nachtglas Eijland (now Inaccessible Island). The Nachtglas, commanded by Jan Jacobszoon van Amsterdam, examined Tristan da Cunha and Gough Island and made rough charts for the Dutch East India Company. Dutch sailors also stayed on the island for four weeks in 1658, and made their last stop in April 1669, when their idea of utilizing the islands as a supply base was abandoned, probably due to the absence of a safe harbour.
In the 17th century ships were also sent from Saint Helena by the English East India Company to Tristan to report on a proposed settlement there, but that project also came to nothing.
Tristan da Cunha 1983;4p;SG351.
Source: wikipedia.org/wiki/History_of_Tristan_da_Cunha.

Tristan da Cunha.The first survey.

The uninhabited islands of Tristan da Cunha were first sighted in May 1506 during a voyage to India by the Portuguese admiral Tristão da Cunha, although rough seas prevented a landing. He named the main island after himself, Ilha de Tristão da Cunha, which was later anglicised to Tristan da Cunha Island.[2] His discovery appeared on nautical maps from 1509 and on Mercator's world map of 1541. Some sources state that the Portuguese made the first landing on Tristan in 1520, when the Lás Rafael captained by Ruy Vaz Pereira called for water. The first survey of the archipelago was made by the French corvette “HEURE du BERGER” in 1767. Soundings were taken and a rough survey of the coastline was made. The presence of water at the large waterfall of Big Watron and in a lake on the north coast were noted, and the results of the survey were published by a Royal Navy hydrographer in 1781. The first scientific exploration was conducted by French naturalist Louis-Marie Aubert du Petit-Thouars, who stayed on the island for three days in January 1793, during a French mercantile expedition from Brest, France to Mauritius. Aubert made botanical collections and reported traces of human habitation, including fireplacesand overgrown gardens, probably left by Dutch explorers in the 17th century.
Tristan da Cunha 2006;30p;SG?
Source:wikipedia.org/wiki/History_of_Tristan_da_Cunha

PUSHER TUG WITH BARGES

The 6-cent Arkansas River Navigation commemorative stamp was issued October 1, 1968, at Little Rock, Arkansas.
This stamp was in recognition of the economic potential of the $1.2 billion project, which was nearing completion. It eventually provided Arkansas, Kansas, and Oklahoma with a barge route to the Mississippi River and became one of the nation's major inland waterways.
The maritime theme on the stamp is a steering wheel with in the background a pusher tug https://en.wikipedia.org/wiki/Pusher_(boat) with barges on the Arkansa River.
The pusher tug is not identified and the term barge has applied to numerous types of vessel around the world, but mostly the barges used on American Rivers are square flat bottomed barges. The following web-site has more on the American barges: http://www.caria.org/barge-and-towboat-facts/

Why is a towboat called a towboat when it pushes the barges?
The word “tow” comes from the canal age when a draft animal walking along the bank of the canal pulled a barge. As rivermen gained experience with moving barges, they found that, by lashing barges together and pushing them, they could control the barges better and move more of them. The control was especially helpful when navigating the smaller rivers and tight bends in a river.

What is the size of a barge?
The standard barge is 195 feet long, 35 feet wide, and can be used to a 9-foot draft. Its capacity is 1500 tons. Some of the newer barges today are 290 feet by 50 feet, double the capacity of earlier barges.

What is the size of a towboat?
Towboats range in physical size from about 117 feet long by 30 feet wide to more than 200 feet long and 45 feet wide. They draft anywhere from 6.5 feet to 9.0 feet. The boat’s diesel engine can produce power from a few hundred horsepower to 10,000 horsepower. A few are in excess of that, but not many. The larger boats operated on the Lower Mississippi where the water is freeflowing and wide.
How many barges and towboats are there?
There are approximately 26,000 dry cargo barges, 3,000 tanker barges, and 1,200 towboats operating today.

How many barges are there in a tow?
The average tow has 15 barges, but flotillas can go up to 40 barges, depending on the type of cargo, the river segments being navigated, and the size of the towboat. Smaller tributaries, such as the Alabama River, can support only a four-barge tow because of the meandering nature of the river and varying width of the river itself. In addition, the Alabama’s locks are only 84 feet wide and 600 feet long.

U.S.A. 1968 6c sg 1343, scott 1325.

S-Class, INS TANIN (S-71) or INS RAHAV (S-73)

S-Class (Fourth Group)
Israel's first submarines were ex-Royal Navy S-Class submarines which entered service in 1958. The Israeli navy operated two boats, S-71 INS TANIN (ex-HMS SPRINGER) and S-73 INS RAHAV (ex-HMS SANGUINE) until the late 1960s. Built in the final days of WW2, they had undergone a modest modernization after the war involving the fitting of a folding snort mast to allow charging of the batteries whilst the boat was submerged, and better sonar. All the same these boats were essentially WW2 era types largely obsolete even before they entered Israeli service.

HMS SPRINGER (P 264)
Built by Cammell Laird & Co. Ltd. Birkenhead, laid down:8 May 1944, launched:14 May 1945, commissioned:2 August 1945. Displacement: 814-872 tons surfaced, 990 tons submerged. Length:217’ (66.14 m.)
Beam:23’ 6” (7.16 m.) Draught:11’ (3.35m.) diesel/electric 1900/1300 hp. 14.75 kn. surfaced, 8 knots submerged
Complement:48 officers and men.
Armament:6 × forward 21” (533 mm.) torpedo tubes, one aft, 13 torpedoes, 1-3”(76mm.) gun, 1-20 mm. canon., 3-.303 calibre machine guns.
Sold to Israeli Navy on 9 October 1958, renamed TANIN, fate: scrapped in 1972.

HMS SANGUINE (P 266)
Same details as HMS SPRINGER, built by Cammell Laird & Co. Ltd. Birkenhead, laid down:10 January 1944, launched:15 February 1945, commissioned:13 May 1945, sold to Israeli Navy in March 1958, renamed RAHAV, fate: cannibalised for spares for TANIN in 1968, broken up at Haifa in 1969.

(Israel 2017, 2.50 sh. StG.?)
Internet.

ALBERT CALMETTE

This stamp issued by St Pierre et Miquelon, shows a portrait of the French physician and bacteriologist Albert Calmette.
In the background is a two masted topsail schooner, which is not identified. viewtopic.php?f=2&t=12482&p=18296&hilit=topsail+schooner#p18296 within the foreground are many doris viewtopic.php?f=2&t=11927&p=12785&hilit=dories#p12785
Albert Calmette (1863 – 1933) https://en.wikipedia.org/wiki/Albert_Calmette
1888-1890 Calmette was assigned to Saint-Pierre-et-Miquelon where he conducted research on the red cod.

St Pierre et Miquelon 1963 30f. sg426, scott 366.

COXLESS SCULL Biglin brothers

This stamp is designed after a painting made by Thomas Eakins https://en.wikipedia.org/wiki/Thomas_Eakins and shows the Biglin Brothers https://en.wikipedia.org/wiki/Biglin_Br ... ver_-_1872
The painting was made in 1872 and is now in the National Gallery of Art in Washington and shows the Biglin Brothers in a coxless scull of which Wikipedia gives:

A coxless pair is a rowing boat used in the sport of competitive rowing. It is designed for two rowers, who propel the boat with sweep oars.
The crew consists of a pair of rowers, each having one oar, one on the stroke side (rower's right hand side) and one on the bow side (rower's lefthand side). As the name suggests, there is no coxswain on such a boat, and the two rowers must co-ordinate steering and the proper timing of oar strokes between themselves or by means of a steering installation which is operated by foot from one of the rowers. The equivalent boat when it is steered by a cox is referred to as a "coxed pair".
Racing boats (often called "shells") are long, narrow, and broadly semi-circular in cross-section in order to reduce drag to a minimum. Originally made from wood, shells are now almost always made from a composite material (usually carbon-fibre reinforced plastic) for strength and weight advantages. Pairs have a fin towards the rear, to help prevent roll and yaw. The riggers are staggered alternately along the boat so that the forces apply asymmetrically to each side of the boat.
A coxless pair is often considered the most difficult boat to row, as each rower must balance his/her side in cooperation with the other, apply equal power, place their catch and extract the blade simultaneously in order to move the boat efficiently. It requires excellent technique, communication and experience.
"Coxless pair" is one of the classes recognized by the International Rowing Federation and is competed in the Olympic Games

https://en.wikipedia.org/wiki/Coxless_pair
USA 1967 5c sg ?, scott1335.
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Batavia (Dutch Merchant Vessel) 1628

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Batavia (Dutch Merchant Vessel) 1628

Postby Arturo » Mon Nov 17, 2014 9:07 pm

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Batavia was a ship of the Dutch East India Company (VOC: Vereinigde Oost-Indische Comapagnie). It was built in Amsterdam in 1628 (The date on the stamp 1626 is wrong).
She was a vessel of 600 tons (180' x 40') and armed with 24 cast-iron cannons and a number of bronze guns. She was one of a fleet of eight V.O.C. ships which set sail from Texel on 27 October 1628. In addition to the usual complement of sailors and soldiers, she carried a few passengers and a large consingment of silver. Batavia was shipwrecked on her maiden voyage, and was made famous by the subsequent mutiny and massacre that took place among the survivors. A twentieth-century replica of the ship is also called the Batavia and can be visited in Lelystad, Netherlands.
On 27 October 1628, the newly built Batavia, commissioned by the Dutch East India Company, sailed from Texel for the Dutch East Indies, to obtain spices. It sailed under commandeur and opperkoopman (upper- or senior merchant) Francisco Pelsaert, with Ariaen Jacobsz serving as skipper. These two had previously encountered each other in Surat, India. Although some animosity had developed between them there, it is not known whether Pelsaert even remembered Jacobsz when he boarded Batavia. Also on board was the onderkoopman (under-or junior merchant) Jeronimus Cornelisz, a bankrupt pharmacist from Haarlem who was fleeing the Netherlands, in fear of arrest because of his heretical beliefs associated with the painter Johannes van der Beeck, also known as Torrentius.
During the voyage, Jacobsz and Cornelisz conceived a plan to take the ship, which would allow them to start a new life somewhere, using the huge supply of trade gold and silver then on board. After leaving Cape Town, where they had stopped for supplies, Jacobsz deliberately steered the ship off course, away from the rest of the fleet. Jacobsz and Cornelisz had already gathered a small group of men around them and arranged an incident from which the mutiny was to ensue. This involved molesting a high-ranking young female passenger, Lucretia Jans, in order to provoke Pelsaert into disciplining the crew. They hoped to paint his discipline as unfair and recruit more members out of sympathy. However, the woman was able to identify her attackers. The mutineers were then forced to wait until Pelsaert made arrests, but he never acted, as he was suffering from an unknown illness.

On 4 June 1629 the ship struck Morning Reef near Beacon Island, part of the Houtman Abrolhos off the Western Australian coast. Of the 322 aboard, most of the passengers and crew managed to get ashore, although 40 people drowned. The survivors, including all the women and children, were then transferred to nearby islands in the ship's longboat and yawl. An initial survey of the islands found no fresh water and only limited food (sea lions and birds). Pelsaert realised the dire situation and decided to search for water on the mainland.

A group comprising Captain Jacobsz, Francisco Pelsaert, senior officers, a few crewmembers, and some passengers left the wreck site in a 30-foot (9.1 m) longboat (a replica of which has also been made), in search of drinking water. After an unsuccessful search for water on the mainland, they headed north in a danger-fraught voyage to the city of Batavia, now known as Jakarta. This journey, which ranks as one of the greatest feats of navigation in open boats, took 33 days and, extraordinarily, all aboard survived.
After their arrival in Batavia, the boatswain, a man named Jan Evertsz, was arrested and executed for negligence and "outrageous behaviour" before the loss of the ship (he was suspected to have been involved). Jacobsz was also arrested for negligence, although his position in the potential mutiny was not guessed by Pelsaert.

Batavia's Governor General, Jan Coen, immediately gave Pelsaert command of the Sardam to rescue the other survivors, as well as to attempt to salvage riches from the Batavia's wreck. He arrived at the islands two months after leaving Batavia, only to discover that a bloody mutiny had taken place amongst the survivors, reducing their numbers by at least a hundred.

Jeronimus Cornelisz, who had been left in charge of the survivors, was well aware that if that party ever reached the port of Batavia, Pelsaert would report the impending mutiny, and his position in the planned mutiny might become apparent. Therefore, he made plans to hijack any rescue ship that might return and use the vessel to seek another safe haven. Cornelisz even made far-fetched plans to start a new kingdom, using the gold and silver from the wrecked Batavia. However, to carry out this plan, he first needed to eliminate possible opponents.

Cornelisz's first deliberate act was to have all weapons and food supplies commandeered and placed under his control. He then moved a group of soldiers, led by Wiebbe Hayes, to nearby West Wallabi Island, under the false pretence of searching for water. They were told to light signal fires when they found water and they would then be rescued. Convinced that they would be unsuccessful, he then left them there to die.

Cornelisz then had complete control. The remaining survivors would face two months of unrelenting butchery and savagery.

With a dedicated band of murderous young men, Cornelisz began to systematically kill anyone he believed would be a problem to his reign of terror, or a burden on their limited resources. The mutineers became intoxicated with killing, and no one could stop them. They needed only the smallest of excuses to drown, bash, strangle or stab to death any of their victims, including women and children.

Cornelisz never committed any of the murders himself, although he tried and failed to poison a baby (who was eventually strangled). Instead, he used his powers of persuasion to coerce others into doing it for him, firstly under the pretence that the victim had committed a crime such as theft. Eventually, the mutineers began to kill for pleasure, or simply because they were bored. He planned to reduce the island's population to around 45 so that their supplies would last as long as possible. In total, his followers murdered at least 110 men, women, and children.

Although Cornelisz had left the soldiers, led by Wiebbe Hayes, to die, they had in fact found good sources of water and food on their islands. Initially, they were unaware of the barbarity taking place on the other islands and sent pre-arranged smoke signals announcing their finds. However, they soon learned of the massacres from survivors fleeing Cornelisz' island. In response, the soldiers devised makeshift weapons from materials washed up from the wreck. They also set a watch so that they were ready for the mutineers, and built a small fort out of limestone and coral blocks.

Cornelisz seized on the news of water on the other island, as his own supply was dwindling and the continued survival of the soldiers threatened his own success. He went with his men to try to defeat the soldiers marooned on West Wallabi Island. However, the trained soldiers were by now much better fed than the mutineers and easily defeated them in several battles, eventually taking Cornelisz hostage. The mutineers who escaped regrouped under a man named Wouter Loos and tried again, this time employing muskets to besiege Hayes' fort and almost defeated the soldiers.

But Wiebbe Hayes' men prevailed again, just as Pelsaert arrived. A race to the rescue ship ensued between Cornelisz's men and the soldiers. Wiebbe Hayes reached the ship first and was able to present his side of the story to Pelsaert. After a short battle, the combined force captured all of the mutineers.

Pelsaert decided to conduct a trial on the islands, because the Saardam on the return voyage to Batavia would have been overcrowded with survivors and prisoners. After a brief trial, the worst offenders were taken to Seal Island and executed. Cornelisz and several of the major mutineers had both hands chopped off before being hanged. Wouter Loos and a cabin boy, considered only minor offenders, were maroonedon mainland Australia, never to be heard of again. Reports of unusually light-skinned Aborigines in the area by later British settlers have been suggested as evidence that the two men might have been adopted into a local Aboriginal clan. Some amongst the Amangu people of the mainland have a blood group specific to Leyden, in Holland. However, numerous other European shipwreck survivors, such as those from the wreck of the Zuytdorp in the same region in 1712, may also have had such contact with indigenous inhabitants.

The remaining mutineers were taken to Batavia for trial. Five were hanged, while several others were flogged. Cornelisz's second in command, Jacop Pietersz, wasbroken on the wheel, the most severe punishment available at the time.

Captain Jacobsz, despite being tortured, did not confess to his part in planning the mutiny and escaped execution due to lack of evidence. What finally became of him is unknown. It is suspected that he died in prison in Batavia.

A board of inquiry decided that Pelsaert had exercised a lack of authority and was therefore partly responsible for what had happened. His financial assets were seized, and he died a broken man within a year.

On the other hand, the common soldier Wiebbe Hayes was hailed as a hero. The Dutch East India Company promoted him to sergeant, and later to lieutenant, which increased his salary fivefold.

Of the original 341 people on board the Batavia, only 68 made it to the port of Batavia.

During Admiralty surveys of the Abrolhos Islands on the north-west coast in April 1840, Captain Stokes of HMS Beagle reported that:
On the south west point of an island the beams of a large vessel were discovered, and as the crew of the Zeewyk, lost in 1728, reported having seen a wreck of a ship on this part, there is little doubt that the remains were those of the Batavia, Commodore Pelsart, lost in 1629. We in consequence named our temporary anchorage Batavia Road, and the whole group Pelsart Group.

However, Stokes appears to have confused the wreck of the Zeewyk for that of the Batavia. In the 1950s, historian Henrietta Drake-Brockman, who had learnt of the story due to her association with the children of the Abrolhos Islands guano merchant F. C. Broadhurst, son of Charles Edward Broadhurst, argued from extensive archival research and translations by E. D. Drok, that the wreck must lie in the Wallabi Group of islands. Surveyor Bruce Melrose and diving journalist Hugh Edwards agreed with the theory. In association with Drake-Brockman, Edwards organised a number of search expeditions near Beacon Island in the early 1960s and narrowly missed locating the site. After Edwards provided his research to them, and after being led to the place by Abrolhos rock lobster-fisherman Dave Johnson (who had seen an anchor from his boat while setting lobster pots), on 4 June 1963 Max and Graham Cramer with Greg Allen became the first to dive on the site. Its location, together with those of the VOC ship Vergulde Draeck (Gilt Dragon) and the English East India CompanyTriall (Tryal), in the early 1960s, led to the formation of the Departments of Maritime Archaeology and Materials Conservation and Restoration at the Western Australian Museum.

In 1972, the Netherlands transferred all rights to Dutch shipwrecks on the Australian coasts to Australia. Some of the items, including human remains, which were excavated, are now on display in the Western Australian Museum – Shipwreck Galleries in Fremantle, Australia. Others are held by the Western Australian Museum, Geraldton. These two museums presently share the remains: a replica stone arch is held in The Western Australian Museum – Shipwreck Galleries, which was intended to serve as a stone welcome arch for the city of Batavia and the actual stone arch is held in the Western Australian Museum, Geraldton; the original timbers from the ship's hull are held at the Western Australian Museum – Shipwreck Galleries. While a great deal of materials have been recovered from the wreck-site, the majority of the cannons and anchors have been left in-situ. As a result, the wreck remains one of the premier dive sites on the West Australian coast and is part of the museum's wreck trail, or underwater "museum-without-walls" concept.

A replica of the Batavia was built at the Bataviawerf (Batavia Wharf) in Lelystad in the Netherlands. The project lasted from 1985 to 7 April 1995, and was conducted as an employment project for young people under master-shipbuilder Willem Vos. The shipyard is currently reconstructing another 17th century ship. In contrast to the merchant ship Batavia, Michiel de Ruyters' flagship, the Zeven Provinciën, See topic: De Zeven Provincien ( ship of the line).

The Batavia replica was built with traditional materials, such as oak and hemp, and using the tools and methods of the time of the original ship's construction. For the design, good use was made of the remains of the original ship in Fremantle (and of the Vasa in Stockholm), as well as historical sources, such as 17th century building descriptions (actual building plans weren't made at the time), and prints and paintings by artists (who,at the time, generally painted fairly true to nature),of similar ships.

On 25 September 1999, the new Batavia was transported to Australia by barge, and moored at the National Maritime Museum in Sydney. In 2000, Batavia was the flagship for the Dutch Olympic Team during the 2000 Olympic Games. During its stay in Australia, the ship was towed to the ocean once, where it sailed on its own. On 12 June 2001, the ship returned to the Batavia werf in Lelystad, where it remains on display to visitors. On the evening of 13 October 2008, a fire ripped through the wharf. The museum's workshops, rigging loft, block shop, offices, part of a restaurant and the entire hand-sewn suit of sails of the ship were lost to the blaze, however the replica of "De Zeven Provinciën" nearby was undamaged. The moored Batavia was never in danger.

Burkina Faso, 1999, S.G.?, Scott: 1134.
Source: Wikipedia
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Re: Batavia (Dutch Merchant Vessel) 1628

Postby Anatol » Sun Jan 11, 2015 10:02 pm

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Batavia
Niger2014;750f;SG? Djibouti2013;400f;SG? Malawi2013;SG?
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Re: Batavia (Dutch Merchant Vessel) 1628

Postby aukepalmhof » Wed Dec 30, 2015 7:57 pm

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Germany Postmark 2015. Most probably depict the replica of the BATAVIA.
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Re: Batavia (Dutch Merchant Vessel) 1628

Postby D. v. Nieuwenhuijzen » Sat Jan 02, 2016 3:00 pm

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(New Earth ???)
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Re: Batavia (Dutch Merchant Vessel) 1628

Postby Anatol » Sun Feb 12, 2017 10:00 pm

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Batavia 1628. Djibouti 2015;1000f.
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