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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ZUYTDORP VOC ship

The full index of our ship stamp archive

ZUYTDORP VOC ship

Postby aukepalmhof » Sun Oct 08, 2017 7:37 pm

zuytdorp painting.jpg
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2017 zuytdorp_jpg_.jpg
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Shipwrecks: Capturing our maritime past

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

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

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

https://auspost.com.au/content/auspost_ ... time-past/

The ZUIDDORP (ZUYTDORP) actual the village is named Zuiddorpe after which the ship is named, the VOC database gives the name ZUIDDORP to the ship and the following comes from this database. All the web-sites (and there are many on the ship) name the vessel ZUYTDORP.
The vessel was built in the province of Zeeland most probably at Flushing for the Chamber of the VOC of Zeeland in 1701 as a retour-ship.
Tonnage 1,152 ton.
Her maiden voyage was when she sailed from the Wielingen on 15 January 1702 bound for Batavia in the Dutch East Indies under command of skipper Kornelis Jorissen.
On board where 221 crew, 89 soldiers and 6 passengers.
From 26 January till 05 March 1702 she stayed at the Torbay, south coast of England, 7 sailors and 1 soldier ran away there.
12 June 1702 she arrived at the Cape in South Africa, during the voyage 6 crew died. 13 crew and 10 soldiers left the ship in the Cape and 1 passenger, 12 crew and 2 soldiers joined the vessel.
07 July 1702 she sailed from the Cape and arrived in Batavia on 06 October 1702, during the whole voyage from the Netherlands to the East Indies 8 crew and 6 soldiers died.
01 December 1705 she sailed from Batavia bound for the Netherlands under command of Skipper Arie Taats with a crew of 105, 30 soldiers, 8 impotenten (invalids), 7 craftsmen and 13 passengers.
03 February 1706 arrived at the Cape and sailed from there on 04 April 1706.
26 July 1706 arrived at Rammekens by Flushing.
Her second voyage to the East Indies was on 05 June 1707 when she sailed from the Wielingen under command of Skipper Jan Akkerman with on board 150 crew and 107 soldiers. During the passage to the Cape 32 people died.
07 November 1707 arrived at the Cape, where 13 crew and 14 soldiers left the ship.
09 December 1707 sailed again from the Cape, 3 crew members joined the ship.
29 February 1708 she arrived in Batavia with on board 124 crew and 70 soldiers.
13 November 1709 she sailed again from Batavia with on board 105 crew, 30 soldiers, 7 impotenten and 15 passengers under command of Skipper Jan Akkerman.
31 January 1710 arrived at the Cape, during the voyage 3 crew died.
02 April 1710 sailed from the Cape, at the Cape 22 crew left the vessel.
16 July 1710 arrived at Rammekens.
Her last voyage was under command of Skipper Marinus Wijsvliet with 286 crew.
Made a call at Annobón, Equatorial Guinea and stayed at San Tomé & Principe from 13 December 1711 till 04 January 1712.
23 March 1712 arrived at the Cape, during the voyage 112 crew died and at the Cape 22 crew joined the vessel.
22 April 1712 sailed from the Cape and that is the last information, her wreck was discovered in 1927 in a position 40 miles north of the Murchison River at the west coast of Australia.

http://resources.huygens.knaw.nl/das/search
Australia 2017 $1 sg?, scott?
aukepalmhof
 
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