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Battle of Iquqiue 1879

IQUQIUE 1879. War broke out in 1879 between Chile against Bolivia and Peru and lasted until 1883. The first engagement was the battle of Angamos in which two Chilean warships succeeded in capturing a Peruvian vessel. After this the Chilean naval squadron took and secured Antofagasta. The fleet next sailed north to the Peruvian port of Iquique which it blockaded - Chile 1948 40c SG378. 1979 3p50 SG8171987 50p SG1134 Peru 197914s SG1440

BARBARIGO submarine

Built as a submarine under yard No 1195 by Cantieri Riuniti dell’Adriatico (CRDA), Monfalcone, Italy for the Italian Royal Navy.
06 February 1937 keel laid down.
12 June 1938 launched as the BARBARIGO one of the Marcello class.
Displacement 1,080 ton surface, 1,334 tons submerged. Dim. 73 x 7.19 x 5.1m. (draught).
Powered by two Sulzer diesels manufactured by builders yard, 3,000 hp,speed 17.4 knots, and 2 CRDA electric motors 800 hp, speed 8 knots.
Armament 2 – 100mm deck guns, 4 – 13.2mm MG. 8 – 533mm torpedo tubes, four bow and 4 stern.
Crew 58.
19 September 1938 commissioned.
The submarine BARARIGO, in the period between the outbreak of hostilities and its loss in June 1943 for unknown reasons, completed 14 missions under the command of five different captains, sinking 7 merchant ships for a total of 39,299 t. This was the 5th best result achieved by an Italian submarine in WW II, but the fame of this boat, both in Italy and overseas, is undoubtedly more associated with the tumultuous and controversial vicissitudes of commander Grossi, a complex character representing the apogee of one of the least explored aspects of the Italian Royal Navy: Fascist propaganda.

The BARBARIGO was one of the 11 boats of the “Marcello” class, one of the best produced by the Italian shipyards. Despite the fact that the boat had entered service only in 1938, by 1943 it was already worn out, proof of the intense efforts the Italian oceangoing boats had to endure, and to which corresponded the extreme sacrifices of the crews.

At the beginning of the hostilities (June 10th, 1940 for Italy), the BARBARIGO was part of the 22nd formation of the 2nd group based in Naples, and in preparation for the conflict it was on patrol off Cape Bengut, later returning to base on June 13th. In July, between the 1st and the 7th, the boat conducted a patrol between Cape de Gata and Cape Falcon. During this mission, between the 3rd and the 4th, the commanding officer C.C. Giulio Ghiglieri had to avoid intense anti-submarine activity, which produced some damage forcing an early return to base.

Later, the BARBARIGO was selected as one of the boats to be reassigned to the newly established Atlantic base in Bordeaux, codenamed Betasom. Taking advantage of the new moon, Maricosom (Italian Submarine Command) ordered the boats MALASPINA TAZZOLI, CAPPELLINI and GLAUCO across the Strait of Gibraltar around the 2nd of August. About 10 days before departure day, due to breakdowns on some of the boats, the BARBARIGO and the DANDOLO were sent as replacements. After having left base on the 13th of August, the BARBARIGO began crossing the strait around the 14th. Following instructions received before his departure, Captain Ghiglieri navigated submerged up to Tarife, noticing a strong current of which he had not been informed, thus causing a considerable delay. Once it reached the area of operations west of the strait, on the 18th the submarine attacked with the deck gun the British merchantman AQUILA, which despite the damage was able to run away. The AQUILA, an older passenger and general ship (1917) would eventually fall victim to U 201 in summer 1941. A few days later, the captain conducted another attack, this time with the torpedo, but the target, an armed ship, was able to detect the boat; the BARBARIGO was subsequently attacked with 20 depth charges which exploded far off the –90 meter depth the boat had meantime reached. At this point, with Bordeaux ready to welcome the new boats, the BARBARIGO was ordered to reach Betasom instead of returning to Naples, reaching the French port on September 8th, 1940. Two days after its arrival, the boat entered the shipyard for alterations similarly completed on the MALASPINA and the DANDOLO. Although the base was not fully equipped, the submarines were refurbished, tested, and readied for action in less than 30 days. Eventually, this shipyard, in addition to regular maintenance work, completed various modifications, especially after the Germans and war experiences suggested some improvements.

The BARBARIGO, still under the command of C.C. Giulio Ghiglieri, left port on October 14th for a mission in the northwestern Atlantic. On the 17th, a large airplane, surely a British Sunderland, which dropping a few bombs and missing the target by some distance, attacked the boat. On the 23rd, the boat reached the area of operations west of Ireland, and a week later completed the first sighting, but could not reach the target due to the foul weather conditions, which limited surface speed to only 12 knots. Later, the boat was assigned to a new area further north from which it began the return voyage on the 9th of November. On the 10th, it received a signal from the Otaria informing it of the presence of an aircraft carrier and escort. At 6:18 AM on the 11th, in position 53° 37’ N 17° 40’ W, with strong wind and poor visibility, the BARBARIGO launched a torpedo against a smaller naval unit, probably a destroyer. After 58 seconds, the crew heard an explosion but could not verify the result of the attack; there is no documentation of such attack in the British records. After 33 days at sea in terrible weather conditions, the submarine returned to Bordeaux on November 13th.

On February 10th, 1941 the BARBARIGO left base for a new mission west of Ireland in coordination with the BIANCHI, OTARIA and MARCELLO. The boat arrived in the area on the 16th, but after a few days without sightings, was reassigned to a more northerly sector. The boat was part of a force which included German U-boots and aerial reconnaissance by the Lufwaffe. It was indeed the German Air Force which, on February 19th, signaled the presence of a convoy of over 30 ships, probably OB.288. During the various phases that followed, both German and Italian units attacked the convoy, but the BARBARIGO was not able to make contact. The boat remained in the area until March 1st, but most of the time it had put the bow to the wind due to the horrendous weather conditions, which included snow and hail. On March 8th, the boat concluded the operation reaching port; during this mission the MARCHELLO had been lost.

After the necessary maintenance work, the BARBARIGO was again in action starting from April 30th and still under the command of C.C. Giulio Ghiglieri. On May 10th, the boat sighted a convoy which was kept under constant watch, until the reaction of the escort forced the captain to submerge, thus losing contact, and without being able to reestablish it. On the 15th, the BARBARIGO made contact with the British merchantman MANCHESTER PORT of 5,469 t. which, the day before, had eluded an attack by the MOROSINI. Despite having hit the ship with a torpedo, the BARBARIGO was not able to complete the sinking due to a breakdown to one of the two main diesel engines. The ship, able to keep good speed, once again ran away, eluding sure sinking. On the 20th, the submarine sighted another ship, but yet again the weather conditions did not allow for an attack. The same situation repeated itself on the 22nd and the 24th when, Captain Ghiglieri was again forced to put the bow to the wind. On the 25th, Betasom informed the BARBARIGO of the position of the German battleship BISMARK (47° 30’ N 16° 30’ W), immobilized and under attack by enemy ships. BARBARIGO, the only boat in the area, moved at full force intercepting two cruisers which, due to the weather conditions, could not be attacked. On the 27th, having received news of the sinking of the BISMARK , and having burned most of the fuel reserve, the boat could not participate in the rescue operations and had to return to base. The boat reached Bordeaux on May 30th, and almost immediately entered the shipyard. During this pause, C.C. Ghiglieri was transferred to the submarine BANDIERA, and C.C. Francesco Murzi took over command. With the...


Built as a passenger ship by Neafie & Levy, Philadelphia for the Wilmington Steamboat Co., Wilmington, USA.
Launched as the CITY OF TRENTON.
Tonnage 458 tons, dim. 51 x (47.4 bpp) x 9.8 x 2.25m.(draught)
Powered by a steam engine,?hp, speed?
1901 Completed.
She was not long in the service of the Wilmington Steamboat Co., in August 1901 her boiler exploded, killing at least nine and scores of passengers were seriously injured, some passengers were missing. When the explosion happened she was underway with her daily trip from Philadelphia to Trenton.
After the explosion the CITY OF TRENTON got on fire and grounded in the marshes opposite Torresdale, with her hold filled with water.
She was anyhow salvaged and repaired her next owner in 1902 was the Long Island Railroad Co., New York and she was renamed SAGAMORE.
Her engine was replaced by two 6-cyl 4SA oil engines, manufactured by New London S & E.B. Co., New London, Conn.
1916 Sold to Barclay Johnson, Philadelphia and renamed PRINCETON.
1927 Sold to the Isle of Pines SS Co, Nueva Gerona, Cuba for 150,000 Pesos and renamed PINERO. At that time she had 25 passengers’ cabins with double berths.
Used in the service between Batabanó and Nueva Gerona, Isle of Pines, at that time a new prison was built there, and most of the material and men for building the prison was transported by the PINERO.
She was the first ship in use in Cuba fitted out with an oil engine.
When the prison was ready she transported criminals and political prisoners to and from the prison.
On 15 May 1955 after Castro landed with the GRANMA at 09.00 a.m. she sailed from Nueva Gerona with on board the political prisoners who got amnesty from the Castro Government to Havana, where the comrades were met by Fidel Castro.
The prison was then used by Fidel Castro Government for his political prisoners and criminals, and the PINERO transported again this prisoners to the Presidio Modelo prison.
When she was taken out of service I don’t known, but she is no in a dry berth at Nueva Gerona as a national monument.
1987 Lloyds Registry deleted her in 1987.

Cuba 2015 75p sg?, scott?
Source: Internet. Lloyds Registry Los Angeles Herald 29 August 1901.


MARIGOLD or MARYGOLD a wooden barque rigged vessel built in Aldeburgh, Suffolk and transferred to Plymouth in 1576.
Tonnage 30 tons burthen, armed with 16 guns.
Crew ca. 29 men.
She took part in Francis Drake expedition of five ships, which left 13 December 1577 Plymouth, at that time the MARIGOLD was under command of Captain John Thomas.
It was given that the fleet of five ships were heading for the River Nile on a trading voyage, when reaching the Morocco port Mogador it was revealed that the ships were heading for the Pacific via the Strait of Magellan.
The fleet sailed via the Cabo Verde Islands to southern Brazil were a landfall was made on 05 April 1578. During the crossing some Spanish ships were taken under which the SANTA MARIA, which was renamed in MARY, she had a Portuguese pilot Nuño da Silva on board who knew the waters of the Pacific. Then the fleet headed south along the South American coast to Puerto San Julián, Patagonia where the fleet arrived on 15 June 1578, Drake decide to overwinter there.
Three small ships the SWAN, CHRISTOPHER and MARY were abandoned there and the crew divided over the other three ships.
17 August sails were set and the three vessels headed south for the Strait of Magellan, which she entered three days later. 6 September she had passed the Strait of Magellan. Then the small fleet ran out of luck when she were running in a heavy storm which the ships scattered, the MARIGOLD was lost in the storm with all hands.
(An old story gives that Captain Thomas of the MARIGOLD used the storm to get rid of Drake and deserted the fleet, if this is true is unknown but of the MARIGOLD noting was heard again.)

CHRISTOPHER a wooden pinnace of 15 tons burthen, with 1 gun under command of Captain Tom Moone was abandoned in Puerto San Juliá.

British Virgin Island 1997 40c sg979, scott876d.
Source: Various internet sites. The complete Encyclopedia of sailing ships by Batchelor & Chant.


Displacement 769 ton surfaced, 871 ton submerged, dim. 67.10 x 6.20 x 4.74m (draught) length bpp 50.50m, height 9.60m.
Speed 17.7 knots surface, 7.06 knots submerged. Range 8,500 mile by a speed of 10 knots on surface and 80 mile by a speed of 4 knots, submerged.
Armament 1 – 88/45 deck-gun with 220 rounds. 4 bow and 1 stern torpedo tubes, 14 torpedoes.
Crew 44 – 52 men.
Maximum depth circa 220 meter.
The Type VIIC was the workhorse of the German U-boat force, with 568 commissioned from 1940 to 1945. The first VIIC boat commissioned was the U-69 in 1940. The Type VIIC was an effective fighting machine and was seen almost everywhere U-boats operated, although its range of only 6,500 nautical miles was not as great as that of the larger Type IX (11,000 nautical miles), severely limiting the time it could spend in the far reaches of the western and southern Atlantic without refueling from a tender or U-boat tanker. The VIIC came into service toward the end of the "First Happy Time" near the beginning of the war and was still the most numerous type in service when Allied anti-submarine efforts finally defeated the U-boat campaign in late 1943 and 1944.
Type VIIC differed from the VIIB only in the addition of an active sonar and a few minor mechanical improvements, making it 2 feet longer and 8 tons heavier. Speed and range were essentially the same. Many of these boats were fitted with snorkels in 1944 and 1945.
They had the same torpedo tube arrangement as their predecessors, except for U-72, U-78, U-80, U-554, and U-555, which had only two bow tubes, and for U-203, U-331, U-351, U-401, U-431, and U-651, which had no stern tube.
On the surface the boats (except for U-88, U-90 and U-132 to U-136 which used MAN M6V40/46s) were propelled by two supercharged Germaniawerft, 6 cylinder, 4-stroke M6V 40/46 diesels totaling 2,800 to 3,200 PS (2,800 to 3,200 shp; 2,100 to 2,400 kW) at 470 to 490 rpm.
For submerged propulsion, several different electric motors were used. Early models used the VIIB configuration of two AEG GU 460/8-276 electric motors, totaling 750 PS (740 shp; 550 kW) with a max rpm of 296, while newer boats used two BBC GG UB 720/8, two GL (Garbe, Lahmeyer & Co.) RP 137/c electric motors or two Siemens-Schuckert-Werke (SSW) GU 343/38-8 electric motors with the same power output as the AEG motors.
Perhaps the most famous VIIC boat was U-96, featured in the movie Das Boot.

Maldives 2015 22Rf sg?, scott? (The stamp is designed after the Revell model kit RV5093.) ... #Type_VIIC U-boat net.


In 2000 the Isle of Man issued 6 stamps with a value of 22p to 65p for the BT Global Challenge 2000/1, in which the yacht ISLE OF MAN took part, the yacht is visible on the FDC, but on the stamps only the sails with logo is visible.
The 22p stamp shows also a cruise vessel which is identified as the VISTAFJORD viewtopic.php?f=2&t=8616&p=17043&hilit=vistafjord#p17043
I am wondering what has happened with the ISLE OF MAN after the race, I can’t find a trace of here.
BT Global Challenge 2000/1
On 10 September, a new fleet of 72 ft (22 m) steel cutters made their debut in this race. The winner, Conrad Humphreys and crew on LG FLATRON, won four of the six legs.
QUADSTONE collided heavily in a port and starboard incident with SAVE THE CHILDREN in Wellington, NZ, and QUADSTONE retired from this leg. Skipper Alex Philips later resigned. Both boats had to be extensively repaired in New Zealand.
For the first time the race was scored on points, with equal points for each leg, though combined elapsed times are shown here for comparison.
Overall place Yacht name Skipper Points Combined
elapsed time
1 LG Flatron Conrad Humphreys 95 171d 13h 33m 49s
2 Compaq Will Oxley 86 173d 14h 59m 43s
3 BP Mark Denton 78 175d 09h 54m 33s
4 Logica Jeremy Troughton 71 175d 20h 46m 04s
5 TeamSpirit Andy Dare, John Read 68 176d 22h 34m 43s
6= Spirit of Hong Kong Stephen Wilkins 62 178d 21h 34m 43s
6= Quadstone Alex Phillips, Richard Chenery 64* 179d 11h 58m 14s
8 Norwich Union Neil Murray 60 180d 07h 58m 14s
9= Isle of Man Lin Parker 56 180d 21h 41m 18s
9= Save the Children Nick Fenton 56* 176d
10 Olympic Manley Hopkinson 37* 183d
* These teams did not finish all legs, a requirement for a position in the overall standings, but their positions are shown without displacing any other team
Kate Middleton, who married HRH Prince William to become the Duchess of Cambridge, worked as corporate crew during the buildup of the 2000/1 race.
Challenge 72 Specifications
Hull type Monohull
Builder Ten of the twelve yachts were built by Devonport, UK, the other two by Kim's Yacht Company in China.
Displacement (half load) 40 tonnes
Draught full load 10 ft (3.05m)
Ballast 12.5 tonnes
Designer Rob Humphreys
Length overall 72 ft (22 m)
Length waterline 61 ft (19 m)
Air draught 95 ft (29 m)
Hull 50A mild steel
Deck Stainless steel
Sail area (windward) 2,825 sq ft (262.5 m2)
Sail area (downwind) 4,020 sq ft (373 m2)
Water capacity 390 gal (1,775 lt)
Fuel capacity 475 gal (2,150 lt) ... e_2000.2F1


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Postby shipstamps » Mon Dec 08, 2008 4:47 pm

Click image to view full size
Built under yard No 28 as a steel hullede cargo vesselby the yard of C. Mitchell & Co., Newcastle for William Cory and John Nixon, Cardiff.
23 May 1957 launched under the name WILLIAM CORY.
Tonnage 1.578 grt.1.238 net, dim. 244.5 x 35.2 x 17.8ft.
Powered by 2 steam engines 180hp.
Three masts, schooner rigged.
Her registered owner was H.Taylor.

She was built for the purpose of developing the South Wales trade, in which Wm Cory Jr. had taken an interest with John Nixon.
Carried two thin funnels abreast, right aft, the stamp shows one funnel, a design fault on the stamp.
She was chartered by Glass Elliot & Company for cable work, later by the Telegraph Construction and Maintenance Company.

1858 Laid Cable between Suffolk and the Netherlands, and from Cromer to Helgoland, Germany.
1861 From Algiers to Toulon, and from Otranto to Corfu in the Mediterranean.
1866 Landed the eastern end of the new Atlantic cable at Valentia, Ireland, and the Lowestoft to Norderney section from the Indo-European cable.
1869 The French Atlantic cable from St Pierre et Miquelon to Duxbury, Mass. USA.
1870 Carried part of the red Sea cable for the Indo-European cable.
Marseille to Bona together with CS SCANDERIA.
1870 Laid the cable between Penang and Singapore.

1882 Her registered owner is given as J.Fenwick & Son, London.
1888 Her registered owner is given as R. Jobson and Co., West Hartlepool.
1896 Transferred to Wm. Cory and Son Ltd.
May 1900 Sold to Dutch shipbreakers and broken up in Dordrecht, Netherland.

Ireland 1979 13p sg 457, scott 464

Source: ... ndexbc.htm World Ships publication: One Hundred Years Cory Fleet.
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