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.

SUPERSPORT YACHT CONCEPT

Gambia 2000 D8 sg?, scott?

Not any information.

THE AIRFOIL CONCEPT

Gambia 2000 D8 sg?, scott?

Not any information.

SARIMANOK outrigger

In 1985 Bob Hobman built a. outrigger canoe the SARIMANOK made of a ghio tree and sails made entirely of vegetable elements, not a single nail was used. The outrigger was built mostly after plans of a Filipino “vinta” model.
Not any navigational instruments were on board, and the crew relied only on the stars to set course.
The name given to the outrigger was SARIMANOK she was named after a Sarimanok bird in Filipino Mindanao mythology, a reincarnation of a goddess who fell in love with a mortal man. Today it symbolized in the Filipino wealth and prestige.
From two books of which the quotations I got from Mr. Jung (with thanks) comes the following.

Madagascar - The Eighth Continent: Life, Death and Discovery in a Lost World by Peter Tyson pages 257-258.
I quote:
To find out, a Briton named Bob Hobman decided to build a replica of the king of boat the first Malagasy might have used and, in the manner of the Norwegian Thor Heyerdahl, try to sail it from Java to Madagascar, making no landfalls, using no modern navigation aids, and subsisting solely on foods the ancient Malagasy might have eaten. The 60-foot double outrigger canoe was built entirely of wood and bamboo, with palm-weave sails and rattan bindings instead of nails; it had no motor, radio or sextant. On June 3, 1985, the SARIMANOK, as the vessel was christened, set sail from Java. “They had an unending, horrible voyage,” Dewar told me. “There were problems with the boat. More or less continuous high seas, strong winds, and frequent storms. All the time they’re filming this damn thing, filming the boat falling to pieces and so forth.” After one stop on Cocos (Keeling) Island to let off a sick crew member (and bring on some tinned food), Hobman’s crew, against all odds, managed to go the distance to Madagascar in 49 days. But by then they had lost their ability to steer the craft, and they drifted past the northern tip of the island and into the Mozambique Channel. “On the boat they had this sealed, watertight container with a button,” Dewar told me. “If they pushed the button, it would turn on a radio beacon that would identify where they were and would send out a distress signal.” “Just like the original Malagasy might have had,” I said. “Exactly. Well, they finally gave up und pushed the button.” A French coast guard ship came out from the Comoros and towed them back to the island of Mayotte, where they promptly saddled with a hefty bill for the rescue. The crew then hired a local boat to tow the ailing craft to Madagascar, where, on September 5, the SARIMANOK finally came to rest on Nosy Be, on the beach by the Holiday Inn, “About a year later, a group of these people came back to try to raise money in Madagascar- which strikes one as a somewhat humorous effort- to refurbish the SARIMANOK and memorialize it,” Dewar said. “On of them gave a lecture in Diego Suarez while I was in town. He delivered it in English, with simultaneous translation, to a crowd of about 60, at least half of whom were under the age of 12. I think they left disappointed in terms of finding anyone to take care of the SARIMANOK.” But Jean-Aimé Rakotoarisoa, a leading Malagasy archeologist and a close friend of Dewar’s, had a different take on what the SARIMANOK voyagers had accomplished, Dewar told me. “They had done marvelous work, Jean-Aimé felt, solving problems that we archeologists had not been able to solve before. We now know that the first place settled in Madagascar was the Holiday Inn in Nosy Be, and we know that Americans must have settled the island first, because there we have proof: the built the Holiday Inn.”
Unquote.

Classic Ships of Islam: From Mesopotamia to the Indian Ocean von Dionysius Agius, page 103
I quote:
People of southeastern origin settled in Madagascar and the Comoro Islands in the second half of the first millennium CE; the language of Madagascar today is Malagasy of an Austronesian family with strong ties to Ma’anyan and the Borito languages of Borneo. How they reached Madagascar is interesting and something which has intrigued a number of scholars. One voyage, undertaken by Bob Hobman and his crew on 6 August 1985, proved that Neolithic navigators could have crossed over from Indonesia to Madagascar on an outrigger canoe, the SARIMANOK, a hollowed-out trunk of a huge ghio tree with sails woven from plant fibres. The voyage lasted 63 days.
Unquote.

The SARIMANOK is now in the Oceanographic Museum of Nosy Be, Malagasy.

Malagasy Republic 1987 60f, 150f sg 617/18
Cocos (Keeling) Islands 1987 36c sg160, scott?

BOM vessels

Gambia issued a set of stamps in 1991 for the 100th anniversary of the death of Vincent van Gogh 1853-1890.
One of this stamps shows use the “beach at Scheveningen during a calm day” painted in 1882 by van Gogh.
The three vessels on the painting on the beach are bom vessels for more info see. viewtopic.php?f=2&t=11475&p=12256&hilit=panorama#p12256

Gambia 1991 1d.25 sg 1246, scott 1147.

PENDOLARE CONCEPT BOAT

Of the “pendolare concept boat” I can only find that it is a Granata Design from Palmetto Bluff, USA and a photo of the design, but not any detail on the design so most probably the design was not a seller and it stayed on the design board.

Gambia 2000 8d sg?, scott?

FERRY SEA COASTER CONCEPT

When you look carefully to this stamp you can see that the name ROCKET II is painted mid-ships on the hull, the stamp gives that a “ferry sea coaster concept” is shown. The stamp shows I believe a ship drawing of the design, but actually the ship is the ISLAND ROCKET II.

She was built in 1997 for the Island Express Boat Lines, Sandosky, OH by the Air Ride Craft Inc. Miami.
Delivered as the ISLAND ROCKET II.
Tonnage 32 grt, 25 nrt, dim. 64.70 x 19.20 x 6.5ft.
Powered by?

On the "home-grown" design front, the new Surface Effect Ship (SES) catamaran ferry ISLAND ROCKET II will begin service this summer on Lake Erie for owner Island Express Boat Lines, Ltd., Sandusky, Ohio.
"We were looking for something with a little more speed and a little more passenger comfort," Island Express general manager Brad Castle told Marine Log, "and this certainly fit the bill."
At full load, Castle says the 149-passenger ISLAND ROCKET II should reach cruising speeds in the "mid-40 knot range" and still be comfortable for passengers. It will combine with Island Express Boat Lines' other ferry, the ISLAND ROCKET I, to offer regular service from Sandusky to Kelleys Island to Put-in-Bay.
Based on the Seacoaster design from inventor Don Burg, president of Air Ride Craft, Inc., Miami, the 72 ft ISLAND ROCKET II integrates the best features of an SES and a catamaran. Like other SESs, the Seacoaster rides on a pressurized air cushion created under the vessel, which carries some 75 to 90% of its weight, greatly reducing the wetted area hull friction. This means that an SES normally needs much less propulsive power--about half--of that required for similar size monohulls or catamarans at speeds of 25 knots and up. For operators, this translates into fuel and power savings, a smooth ride in rough seas, and better wake characteristics at high speeds.
While SES craft are nothing new, the Seacoaster design has attracted some interest among other operators. One of those is Dan Yates, owner of the PORTLAND SPIRIT, as well as two other dinner boats in Portland, Ore. Yates has been exploring the possibility of creating a network of water taxis and fast ferries that would connect downtown Portland with Vancouver, Wash., via the Willamette and Columbia Rivers. The concept would involve possibly five ferries in the 100 passenger range.
"The designs are out there," says Yates, "but I don't want to be an innovator in technology. Rather, I want to use technology in an innovative way." But because of political and operational hurdles, he believes the effort could take two more years to come to fruition. "There's a strong light rail contingent," says Yates, "and there's also a lot of debris in the river. My dinner boats get their props banged every so often by 125 ft trees floating down the river," says Yates. ML

http://m.marinelog.com/DOCS/hisp.html

2005 The last I can find on the net that she was in a service in Florida and for sale. At that time still owned by the same owner, under USA Flag and registry IMO Number D1058181.

https://cgmix.uscg.mil/PSIX/PSIXSearch.aspx
Gambia 2000 D8 sg?, scott?
$post_attachment_names[$j]$post_attachment_names[$j]$post_attachment_names[$j]$post_attachment_names[$j]$post_attachment_names[$j]$post_attachment_names[$j]$post_attachment_names[$j]

CLONMEL

The full index of our ship stamp archive

CLONMEL

Postby aukepalmhof » Wed Oct 11, 2017 7:21 pm

Clonmel.jpg
Click image to view full size
2017 clonmel_jpg.jpg
Click image to view full size
The paddle steamer CLONMEL was arguably the first luxury steamship to operate in Australian waters and a stark contrast to its slow and uncomfortable predecessors. The CLONMEL departed Sydney on only its second voyage in December 1840, with 80 passengers and crew. On 1 January 1841, the CLONMEL struck a sandbar on the east coast of Victoria. All on board were saved, though the highly valuable cargo of bank notes and expensive drapery had been thrown overboard in a desperate attempt to save the ship. The wreck is the oldest located steamship wreck in Australia and an important archaeological site. The shipwrecks event also helped to draw attention to an alternate access route to the rich grazing land now known as Gippsland.
The painting of the CLONMELis by maritime artist Ian Hansen. The crystal decanter and stoppers, which symbolise the luxurious nature of the ship, are part of the Heritage Victoria collection.
https://australiapostcollectables.com.a ... shipwrecks

Built as a wooden hulled paddle steamer in Birkenhead, U.K. (can’t find a yard) for The Waterford Steamship Company, Ierland
1836 Delivered to owners under the name CLONMEL.
Tonnage 524 gross, 298 net, dim. 154,8 x 21.5 x 16.6 ft.
Powered by a 220 hp steam engine manufactured by George Forrester and Co., Liverpool, speed maximum 10 knots under steam. Coal consumption 610 kg a hour.
Accommodation for 36 passengers.
Two masted top-sail schooner.
Built for the ferry service between Liverpool and Waterford across the Irish Sea.

1840 Sold to Edye Manning & partners, Sydney.
She sailed from the U,K to Australia under sail, the passage took her almost 5 months.
05 October 1840 arrived in Sydney.
Early December 1840 she made her first voyage in the service from Sydney to Melbourne and Launceston. She was not so lucky on her second voyage in the service from Sydney she was lost without loss of life.

The newspaper “The Perth Gazette and Western Australia Journal of 20 February 1841 have the following on the wrecking of the CLONMEL.
Source: Various websites.
LOSS OF THE CLONMEL.
The following account of the loss of the steam-ship CLONMEL, we have taken from the Sydney Herald dated 20th January copied into that journal from the Port Phillip Herald. This was the first steamer established to open a communication be-tween Sydney and Port Phillip, and the expectations of its usefulness in increasing the traffic between the two ports, has been thus early blighted. It is regarded as a national loss, and a most previous calamity
A narrative of the occurrence is thus given by Mr. D. C. Simpson, one of the passengers, who, it is stated, exhibit the most heroic conduct, and is reported to be the principal sufferer both in purse and person :-
On Wednesday afternoon, the 30th Dec. 1840 I embarked on board the steam-ship CLONMEL, Lt. Tollervey, commander, bound from Sydney to Port Phillip. The passengers and crew consisted of 75 individuals. At four p. m., rounded the south head of Port Jackson ; wind from the southward, blow-ing fresh. Next morning, 31st, found us Jarvis's bay; wind still adverse with a strong head sea, the vessel progressing at an average of seven knots an hour. At daylight the first of January, Cape How bore W.S.W. of us; in the course of the morning sighted Ram Head, and took a fresh departure steering for Wilson's Promontory. The wind was now fair with smooth sea, and our course S.W. W.; the wind and weather continued favourable during the day and night. A little after three a. m., of 2d Jan., all the passengers were startled by the ship striking heavily. On reaching the deck I discovered breakers a-head ; the captain, who had been on deck during the whole of the middle watch, giving orders to back a-stern, and doing all in his power to rescue the ship from her perilous situation. Finding that the engines were of no avail in backing her off the bank on which we now found she had struck, orders were given to throw overboard cargo, &c., to lighten her, but without the desired effect, the vessel still surging higher upon the reef. The anchors were then let go, when, after a few more bumps, she swung head to wind, taking the ground with her stern, and bedding herself, with the fall of the tide upon the sand, rolling hard and striking occasionally. During the whole of this trying scene the most exemplary conduct was shown by the crew in obeying the orders of the captain and officers. Daylight had now made its appearance, and we found ourselves on shore on a sand spit at the entrance of Corner Inlet, about half a mile from the beach, between which and the vessel a heavy surf was rolling. It is necessary here to remark, that the course steered and the distance run, would not have warranted any person in believing us so near the shore, as we actually found ourselves. The sea was smooth, the wind fair, and the vessel going at the rate of at least ten knots an hour, and it was impossible for any navigator to have calculated upon such an inlet carrying a vessel, under the circumstances above alluded to, 30 or 30 miles to leeward out of her course, in eighteen hours. Capt. Tollervey's conduct had hitherto been that of a careful and watchful commander; he was on deck during the whole of the middle watch, which he himself kept, anxiously on the lookout and was on the paddle-box at the time the vessel struck, but the night proving misty, nothing could be seen beyond the length of the vessel. Had it pleased Providence to have retarded our voyage by half an hour, the calamitous event would have been avoided; but it was otherwise ordained.
Capt. T., on finding all attempts to get the vessel off by running kedges and warps out, throwing overboard cargo, &c., unavailing, and a strong sea rising with the floodtide, turned his attention to the safety of the passengers and crew. After several trips by the whale-boats first, and assisted by the quarter boats afterwards, every soul was landed in safety by 2 p.m., the captain being the last to leave the vessel. A sufficiency of sails, awnings, and lumber was brought on shore to rig out tents for all hands; and everybody set to work to make an encampment; in a short time the ladies and females were comfortably housed, having beds placed for them in a weather proof tent; the male passengers and crew were equally accommodated by means of spare sails and awnings brought from the ship, and we found ourselves at sundown as well provided for as we under the circumstances could desire.
A boat was prepared to be dispatched to Melbourne for relief, a crew of five men instantly volunteered ; Mr. Simson, who headed the party, and another passenger, joined in the undertaking, and with much difficulty, after being out in a whale-boat 63 hours, attained their object.
'The cutters SISTERS and WILL WATCH sailed for the wreck with all possible dispatch, but the result of the humane efforts of the captains of these vessels, has not transpired, but as the passengers and crew were safely landed, and were supplied with at least 10 days provisions, no apprehensions are entertained for their safety.
Among the passengers were Mr. and Mrs. Walker, (Mrs. W. is .the daughter of Mr. Blaxland, M.L.C., and the present is the second shipwreck she has suffered) ; Mr. Goodwin, of the firm of Hamilton & Goodwin of this town, to whom one half of the cargo belonged ; Mr. Robinson, of the Union Bank, having in his charge 3,000l. of the Bank's notes received at Sydney.
The whole has been lost, and is supposed to have been stolen - the Bank of course will sustain the loss; Mr. and Mrs. Cashmore, newly married, and bringing a large quantity of goods for the new establishment intended to be immediately opened at the corner of Collins and Elizabeth streets. There were on board 300 tons of coals and 200 tons general cargo. At the time Mr. Simpson left, her false keel and part of the sheathing was floating about the vessel, but she was not making any water, and he is of opinion that should the weather continue moderate, she would be got off.
When she first struck, her rate of speed was upwards of 10 miles an hour. We are sorry to have to add that the fire-men, and some others, acted in a most disgraceful manner.

Australia 2017 $1 sg?, scott?
aukepalmhof
 
Posts: 5221
Joined: Thu Apr 02, 2009 1:28 am

Return to Ship Stamps Collection

Who is online

Users browsing this forum: Baidu [Spider], D. v. Nieuwenhuijzen, Google Adsense [Bot], Google [Bot], Yahoo [Bot] and 86 guests