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.

DOUALA PORT

The 1955 200f stamp and 1961 stamp Republique Federal shows us freighters in Douala port and In 1968 Cameroun issued five stamps for the “Five Year Development”, of which the 60F stamp shows us Douala port, with moored alongside a tug and some cargo vessels. On both stamps depicted vessels are not identified.

The town of Douala is situated in the estuary of the Wouri River, 50 km from the sea. It is an area of commercial activity since the 19th century when works were carried on there to permit trade between the coastal dwellers and traders from Hamburg and Bremen.
As per certain sources, the area was first developed by a German sailing company the “Woerman Line” in 1881. At that time it was only an anchorage and ships discharged on the river in barges. With the beginning of the First World War that saw an end to the German presence in Cameroun. Access to the port of Douala was made possible for ships with 4.0 metres draft. The infrastructure consists of a wharf of 60 metres, with warehouses, seven private jetties, ware-houses are connected by a road of 60 meters. Bonabéri at this time, will be served by a pier 100 meters long, with ware-houses. Well-equipped workshops and a floating dock of 900 tons. Annual traffic capacity is evaluated at 100 000 tonnes. After the Germans surrendered, the first objectives of the French who henceforth became the masters extended the railway and equipped the Port of Douala. Extension works stopped in 1922. They at the same time organized activities that cantered on specialized services of Ports and inland navigable ways under the colonial public works. That saw the beginning of the slow but sure setting up of institutions under French Administration.
At independence in 1960, this department became the Department of Ports for Navigable Ways under the Ministry of Transport.

Source: Douala Port website.
Cameroun 1953 200f sg262, scott C36, 1961 10/ sg?, scott? and 1968 60f sg494, scott?

DELTUVA

The Colombian Post issued in 2018 a miniature sheet with images from Barranquilla, of which one stamp shows us the Barranquilla port with a cargo vessel.

The cargo vessel is the DELTUVA the name is visible on the bow when you enlarge the stamp.
Built as a cargo vessel under yard No b570-1/1 by Stocznia Szczecinska Nowa Z O.O. New Szczecin Shipyard in Szczecin, Poland for Clipper Eagle Shipping Ltd., Nassau, Bahamas,
09 July 1994 launched as the CLIPPER EAGLE.
Tonnage 11,542 grt, 5,366 net, 16,906 dwt, dim. 149,44 x 23.00 x 12.10m., length bpp. 138.0m, draught 6.10m.
Powered by a one 4S50MC 4-cyl. diesel engine, manufactured bu H. Cegielski, 5,720 kW. One fixed pitch propeller. Speed 14 knots.
Four holds. Two cranes each 20.0 ton lifting capacity.
Capacity, grain 21,307m², bale 21,043m².
04 October 1994 completed. IMO No 8908832.

2007 Sold to Lithuanian Shipping Co. Klaipeda, Lithuania, renamed in DELTUVA.
2016 After the Lithuanian Shipping Co, got bankrupt during a public auction the DELTUVA was bought by Pirita Shipholding Co., Geneva, Switserland, renamed PIRITA under Antigua& Barbuda flag and registry.
15 June 2017 PIRITA arrived Chittagong, Bangladesh for scrapping.

Colombia 2018 $5.000 sg?, scott? and miniature sheet al $5.000 stamps.
Source: http://www.miramarshipindex.nz and internet.

FAKHR EL BIHAR Royal yacht

For a meeting between King Farouk of Egypt and King Ibn Saud of Saudi Arabia in 1945 at Radhwa the Saudi Arabian Post issued four stamps. The stamps are not so clear, but the vessel on the left top is the Egyptian Royal yacht FAKHR EL BIHAR on which the meeting took place.

Built as a steel hulled yacht under yard No 268 by Ramage & Ferguson, Leith, Scotland for H.H. Prince Youssouf Kamal, Alexandria, Egypt.
09 September 1930 launched as the NAZ-PERWER.
Tonnage 708 grt, 251nrt, 1.051 tm, dim. 75.98 x 9.75 x 4.98m.
Powered by two 4S.C.SA 8-cyl. oil engines, manufactured by Friedrich Krupp A.G., Kiel, 384 nhp.
Schooner rigged.
December 1930 completed.

1940 Sold to King Farouk of Egypt and renamed in FAKHR EL BIHAR.
24 January 1945 King Farouk visited King Ibn Saud of Saudi Arabia. The meeting between the two kings took place in Radhwa on board of the FAKHR EL BIHAR.
1949 Sold to the Egyptian Government and renamed El QUOSSEIR. Used by the Egyptian Naval Academy as training ship.
2018 In service same name and managed by the Egyptian Navy.

Source Log Book 3/70 and internet.
Saudi Arabia 1945 ½ to 10g scott 173/76

TE ARAWA waka

Hawaiki – a real island? Or a mythical place? Hawaiki is the traditional Māori place of origin. The first Māori are said to have sailed to New Zealand from Hawaiki

In Māori mythology, ARAWA was one of the great ocean-going, voyaging canoes that was used in the migrations that settled Aotearoa (New Zealand).
The Te ARAWA confederation of Māori iwi and hapu (tribes and sub-tribes) based in the Rotorua and Bay of Plenty areas of New Zealand trace their ancestry from this waka
Construction of the canoe
Eventually, a large tree was felled and from this the waka which eventually came to be known as Te ARAWA was formed. The men who turned this log into a beautifully decorated canoe were Rata, Wahieroa, Ngaahue and Parata. "Hauhau-te-rangi" and "Tuutauru" (made from New Zealand greenstone brought back by Ngaahue) were the adzes they used for this time-consuming and intensive work. Upon completion, the waka was given the name Ngaa raakau kotahi puu a Atua Matua (also known as Ngaa raakau maatahi puu a Atua Matua).
The waka was eventually completed and berthed in Whenuakura Bay while Tama-te-kapua, in his capacity as rangatira (chief) of the canoe, set about trying to find a tohunga (priest) for the journey. Ngātoro-i-rangi and his wife Kearoa were tricked by Tama-te-kapua to board the canoe to perform the necessary appeasement incantations to the gods prior to the canoe's departure. However, while they were on board, Tama-te-kapua signalled his men to quickly set sail, and before Ngātoro-i-rangi and his wife could respond they were far out to sea
Voyage to Aotearoa
One of the more dramatic stories pertaining to the voyage to Aotearoa occurred because Tama-te-kapua became desirous of Kearoa. Ngātoro-i-rangi noticed the glint in Tama-te-kapua's eye and took precautions to protect his wife during the night while he was on deck navigating by the stars. This was done by tying one end of a cord to her hair and holding the other end in his hand. However, Tama-te-kapua untied the cord from Kearoa's hair and attached it to the bed instead. He then made love to her, following this pattern over a number of nights. One night however, he was nearly discovered in the act by Ngātoro-i-rangi, but just managed to escape. In his haste he forgot the cord. Ngātoro-i-rangi noticed this and therefore knew that Tama-te-kapua had been with Kearoa. He was furious and, in his desire to gain revenge, raised a huge whirlpool in the sea named Te korokoro-o-te-Parata ("The throat of Te Parata"). The waka was about to be lost with all on board but Ngātoro-i-rangi eventually took pity and caused the seas to become calm (Steedman, pp 99-100).
One incident that occurred during this drama was that all the kūmara (sweet potato) carried on the waka were lost overboard, save for a few that were in a small kete being clutched by Whakaotirang Immediately after the calming of the seas, a shark (known as an ARAWA) was seen in the water. Ngātoro-i-rangi immediately renamed the waka Te ARAWA, after this shark, which then accompanied the waka to Aotearoa, acting in the capacity of a kai-tiaki (guardian).
The ARAWA waka then continued on to Aotearoa without incident, finally sighting land at Whangaparaoa where feather headdresses were foolishly cast away due to greed and due to the beauty of the pohutukawa bloom. Upon landfall, an argument took place with members of the Tainui canoe over a beached whale and the ownership thereof. Tama-te-kapua again resorted to trickery and took possession of it despite rightful claim of the Tainui. . The canoe then travelled north up the coast to the Coromandel Peninsula, where Tama-te-kapua first sighted the mountain Moehau, a place he was later to make home. Heading south again, it finally came to rest at Maketu, where it was beached and stood until being burnt by Raumati of Taranaki some years later.
Some items of note that were brought to Aotearoa on the ARAWA, other than the precious kūmara saved by Whakaotirangi, was a tapu kōhatu (stone) left by Ngātoro-i-rangi on the island Te Poito o te Kupenga a Taramainuku just off the coast of Cape Colville. This stone held the mauri to protect the Te ARAWA peoples and their descendants from evil times (Stafford, 1967, p17). In addition, the waka brought over two gods, one called Itupaoa, which was represented by a roll of tapa, and another stone carving now possibly buried at Mokoia Island, Lake Rotorua.

Source: https://en.wikipedia.org/wiki/ARAWA_(canoe)
New Zealand 1906 ½d sg 370, scott ?

INAUGURATION OF THE PORT OF LOME

For the inauguration of the port of Lome and the 8th anniversary of Independence the Togo Post issued a set of stamps.

The 20f stamp shows us the inauguration of the port with in the background a tug and cargo vessels, which are not identified.
Lomé is the main port for the trade of goods. It was established by the Germans in the early 1900s. From the wooden wharf to the current modern facilities, this port has been the centre of major changes. Today (2018) , it is one of the deepest–water ports in the whole West African region, handling over 80% of the international trade of Togo. Lomé is also an important transit point for landlocked countries such as Niger and Burkina Faso.
The Port of Lomé lies in the Gulf of Guinea (Atlantic coast), in the extreme southwestern corner of the country. Its modernization started in the 1960s. The deepwater harbor was completed/inaugurated in 1968. It was initially planned for a 400,000-ton annual traffic, but currently handles a traffic estimated over 6 millions tons.
The increased capacity of the Port of Lomé has facilitated the shipping of phosphates and other major export products, such as cocoa, coffee, copra, cotton, and palm products. It has also positioned Lomé as one of the main port for the international trade of neighboring landlocked countries such as Niger and Burkina Faso.

Source: http://dlca.logcluster.org/display/publ ... CB9087590E
Togo 1968 30f sg 590 scott?

LANDING OF THE MAORI IN NEW ZEALAND AROUND 1350.

Landing of Maori in New Zealand around 1350, in the background of the stamp you see a double hulled waka prow.

Maori history was transmitted orally from generation to generation in pre-European times. A continuing examination of the traditions, archaeological, linguistic and cultural evidence, has discredited the 'great fleet theory' of the Maori arrival in New Zealand. The consensus among scholars now is that the Polynesians originally moved into the Pacific from the west, spread eastwards, and that the Maori came most recently from the eastern Pacific (that is from Tahiti or the Marquesas). They began to arrive here in small groups, starting more than 1000 years ago, probably via islands to the north-east. The scene depicted on the stamp is an original conception by the artist of the arrival of one of the canoes The Maoris have been pictured as arriving in a state of physical exhaustion, the inevitable consequence, despite their magnificent seafaring skills, of weeks spent in open canoes.

The first Maori arrived in the canoe ARAWA or TAINUI.

New Zealand 1940 ½d sg613, scott?
Source: New Zealand Post.
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S-44

The full index of our ship stamp archive

S-44

Postby john sefton » Mon Apr 17, 2017 2:21 pm

S-44.jpg
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USS S-44 (SS-155) was a third-group (S-42) S-class submarine of the United States Navy.
Her keel was laid down on 19 February 1921 by the Bethlehem Shipbuilding Corporation's Fore River Shipyard in Quincy, Massachusetts. She was launched on 27 October 1923 sponsored by Mrs. H. E. Grieshaber, and was commissioned on 16 February 1925 with Lieutenant A. H. Bateman in command.
1924-1941
S-44 operated off the New England coast into the summer of 1925. In late August, she departed New London, Connecticut, for Panama and on 5 September arrived at Coco Solo to join Submarine Division (SubDiv) 19. With the division, she conducted training exercises, participated in fleet exercises and joint Army-Navy maneuvers, and made good will visits to various Caribbean and Pacific, Latin American ports until the spring of 1927. From that time to December 1930, she operated out of San Diego with her division, interrupting exercises off southern California twice for fleet problems in Hawaiian waters.
In December 1930, the S-boat was transferred to Hawaii where her division, now SubDiv 11, was home ported for four years. The boats then returned to San Diego, California and in 1937 were shifted back to Coco Solo.
World War II
In the spring of 1941, as American involvement in World War II increased, the Panama S-boats were ordered back to the east coast for overhaul. With sister ships S-42 and S-46, S-44 proceeded to New London, Connecticut, and in November went to Philadelphia, where the work was completed.
Trials took S-44 into the new year, 1942 and on 7 January, she got underway to return to Panama. Arriving on 16 January, she departed Balboa on 24 January with S-21, S-26, and S-28, to conduct a security patrol in the western approaches to the canal. Within a few hours, however, she was engaged in rescue operations for S-26, which had been rammed and sunk by submarine chaser PC-460.
First patrol, March 1942
From Panama, the division (now SubDiv 53) was ordered to the southwest Pacific. Starting across the Pacific in early March, the boats reached Brisbane in mid-April, and within ten days, S-44 was on her first war patrol. She cleared Moreton Bay on 24 April. Three days later, her port engine went out of commission, but 36 hours of hard work and ingenuity put it back in operation. On 29 April, she began running submerged during the day and surfacing at night to recharge batteries and allow fresh air into the non-air-conditioned boat. By 2 May, she was in her patrol area, New Britain-New Ireland waters. Six days later, she sighted a ship through a haze of rain and launched two torpedoes which missed. She attempted to close the range. However the surface ship easily outdistanced her. The next afternoon, she attempted to close on a Japanese destroyer, east of Adler Bay, but again was easily outrun. On 10 May, off Cape St. George, she closed on another target but was sighted and attacked.
In late afternoon of 12 May, 15 miles (24 km) from the cape, she encountered a merchantman and a trawler escort. For the first time, the weather, her position, and the target's course were all in her favor. She launched four torpedoes while surfaced and hit with two. She then submerged. The Shoei Maru, a salvage vessel of over 5000 tons was sunk. The Japanese escort attacked S-44 and dropped sixteen or more depth charges, none of which was close. On 14 May, S-44 headed home, arriving at Brisbane on 23 May.
2nd patrol, June 1942
Another overhaul followed, and on 7 June she left of Moreton Bay on a course for the Solomon Islands. Within the week, she was on patrol off Guadalcanal, operating from there to Savo and Florida Island. A few days later, she shifted south of Guadalcanal and on 21 June sank the converted gunboat Keijo Maru. At 14:15, S-44 fired her torpedoes. Just 3 minutes later the enemy aircraft dropped a bomb which exploded close to the submarine, bending the holding latch to the conning tower and allowing in 30 gallons of sea water. This damaged the depth gauges, the gyrocompass, and the ice machine, besides causing leaks. The number-one periscope was thought to be damaged; but when the submarine surfaced a Japanese seaman's coat was found wrapped around its head.
Three days later, S-44 was in Lunga Roads. On 26 June, poor weather set in and blanketed the area until she turned for home. She departed her patrol area on 29 June and arrived at Moreton Bay on 5 July.
3rd patrol, July 1942
S-44 departed Brisbane on 24 July. Cloudy weather with squalls set in. On 31 July, she commenced patrolling the Rabaul-Tulagi shipping lanes. The next day, she sighted a convoy off Cape St. George, but heavy swells hindered depth control and speed, and prevented her from attacking. From Cape St. George, S-44 moved up the east coast of New Ireland to North Cape and Kavieng, where she waited.
On 7 August, the American offensive opened with landing of the 1st Marine Division on the beaches of the Solomon Islands of Guadalcanal and Tulagi. On 9 August, off Savo Island, Cruiser Division 6 of the Imperial Japanese Navy had inflicted one of the worst defeats of the war on American and Australian surface ships.
The next morning, the victorious enemy cruisers neared Kavieng, bound for home. At 07:50, S-44 sighted the formation of four heavy cruisers at less than 900 yards (800 m). At 08:06, she fired four Mark 10 torpedoes at the rear ship, only 700 yards (600 m) away. By 08:08, three torpedoes had exploded and the heavy cruiser Kako was sinking. S-44 had claimed the largest Japanese man-of-war in the Pacific War to date.
Three days later, S-44 was again fighting heavy swells. Her damaged bow planes required three hours to rig out, where they were left. On 23 August, she moored at Brisbane. With one ship sunk on each patrol so far, she set a record no other S-boat would match.
4th patrol, September 1942
On 17 September, now in the hands of Reuben Whitaker, S-44 began her fourth war patrol. The following day, a hydrogen fire blazed in her forward battery compartment, but was extinguished in three minutes. On 22 September, she began surfacing only at night, and, two days later, took patrol station off New Georgia to interdict Japan's Faisi-Guadalcanal supply line. During the patrol, her hunting was hindered by Japanese aerial and surface antisubmarine patrols and her own operational capabilities, which were further limited by material defects and damage inflicted during depth chargings.
On the morning of 4 October, she attacked a destroyer, then survived an intensive depth charge attack with seemingly minor damage. When she submerged the next day, however, the submarine began taking water. She surfaced, made repairs, then submerged to 50 feet (15 m). Leaks were found in her motor room and torpedo room flappers. The latter were jacked shut, but the former continued spraying water onto both motors. Within an hour, four Japanese destroyers had moved into the area. S-44 went to 70 feet (21 m). The leak worsened. The motors were covered in canvas and sheet rubber and the crew waited for the destroyers to pass over her position. As they disappeared, S-44 moved up to 55 feet (17 m) and repairs were made on the flapper. That night, further repairs were made while the ship was surfaced off Santa Isabel Island; and, by midnight, the S-boat was en route back to her patrol area. On 7 October, bad weather set in; and, on 8 October, she departed the area, arriving in Moreton Bay on 14 October.
Overhaul
A month later, S-44 departed Brisbane and headed back to the United States. In early January 1943, she transited the Panama Canal, then moved across the Caribbean Sea and up the Atlantic seaboard to Philadelphia. There, from April to June, she underwent overhaul; and, in July, she retransited the Canal en route to San Diego and the Aleutian Islands.
5th patrol, September 1943
She arrived at Dutch Harbor on 16 September. On 26 September, she departed Attu on her last war patrol. One day out, while en route to her operating area in the northern Kuril Islands, she was spotted and attacked by a Japanese patrol plane. Suffering no damage, she continued west. On the night of 7 October, she made radar contact with what she thought was a "small merchantman" and closed in for a surface attack. Several hundred yards from the target, her deck gun fired and was answered by a salvo. The "small merchantman" in fact was the Shimushu-class escort Ishigaki. An emergency dive was ordered, but the submarine failed to submerge. She then took several hits in the control room, the forward battery room, and elsewhere.
Reluctantly, S-44 was ordered abandoned. A pillow case was raised from the forward battery room hatch as a flag of surrender, but the Japanese shelling continued.
Only two men escaped the sinking ship. Chief Torpedoman's Mate Ernest A. Duva and Radioman Third Class William F. Whitemore were picked up by the enemy destroyer. They were taken first to Paramushiro, then to the Naval Interrogation Camp at Ōfuna. The men spent the last year of World War II working in the Ashio copper mines and survived to be repatriated by the Allies at the end of the war.

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john sefton
 
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