KOLEK CANOE

By this stamp is given in Australian Stamp Monthly April 1990 that a KOLEK canoe is depict, a unique little outrigger canoe originated in Ambon from which the early labour force came. Built in the form of a dugout it has retained its popularity with the Malay community and has been featured on the island for many years. Hand carved from the trunk of the locally obtained tree “Gyrocarpus”, koleks are extremely seaworthy.
From Aak to Zumbra Dictionary of the World’s Watercraft gives on the Kolek:
In use on Christmas Island; double-outrigger canoe of fairly recent origin, used mainly for fishing off the steep beaches of this Australian-administered island south of Java,
The solid sharp ends curve up above gunwale level. Two booms, 2.4 – 3.1m long, cross the hull and attach to the slender floats (2.2-2.9m long) with ring-shaped connectives. Designed for use by 1-3 people. Reported lengths 4 – 6m., width 0.5m., depths 0.31-0.36m.

Christmas Island 1990 50c sg296, scott263.

Brillant HMS (Sixth Rate, Full Rigger Frigate) 1779

HMS Brilliant was a 28-gun Enterprise-class sixth-rate frigate of the British Navy.She was first commissioned in July 1779 under the command of Captain John Ford.

She was ordered in 1776. Built in Henry Adams, Bucklers Hard Shipyard. Laid down in February 1777. Launched in 15 July 1779. Completed in 4 September 1779. Commisioned in 1779.

Length: 120 ft 6 1⁄4 in (36.735 m) (overall) 99 ft 6 in (30.33 m) (keel). Beam: 33 ft 8 in (10.3 m). Depth of hold: 11 ft 0 in (3.35 m). Sail plan: Full-rigged ship. Complement: 200 officers and men. Armament: Upperdeck: 24 × 9-pounder guns, Quarterdeck: 4 x 6-pounder guns + 4 x 18-pounder carronades Forecastle: 2 x 18-pounder carronades 12 x swivel guns.

Between July 1796 and October 1798 Her captain was Henry Blackwood. On 27 July, at Tenerife, She observed the frigates Vertu and Régénérée preparing to sail for Rochefort. At 6, the French frigates sailed and started firing on Brilliant; Régénérée was closing in on her opponent when Vertu, which had sailed large, touched the wind; .Régénérée imitated her manoeuver, but lost her mizzen and bowsprit, allowing Brilliant to flee.Vertu gave chase, but could not overhaul her opponent and returned to Tenerife. There, Régénérée replaced her rigging, and both frigates eventually arrived in Rochefort on 5 September.

On 8 September 1800 Brilliant sent the prize Dragon into Plymouth. She was a packet of 14 guns, bound for L'Orient from Guadeloupe and carrying a cargo of cocoa, coffee, indigo and cotton.

On 8 October 1807 Brilliant and Boreas captured the Danish ships St Hans and Montreal.

She was broken up at Portsmouth in November 1811

Burkina Faso, S.G.?, Scott; 1132c.

Source: Wikipedia

Kedah or Kedmah (Passenger Cargo Ship) 1927

Built by Vickers Ltd., at Barrow-in-Furness, for the Straits Steamship Co., Ltd., of Singapore, this ship was completedin October 1927. Her tonnages were 3,504 gross, 1,389 net, dimensions; 330' x 50'6" x 15'1,5" draught. She had twin screws driven by single-reduction geared turbines supplied with steam at 230 lbs./sq.in. pressure by four water-tube boilers, and had a speed of 19 knots. She had cabin accomodations amidships for eighty 1st class passengers and carried about 960 deck passengers.

She was built for the Singapore-Penang passenger and cargo service, also made a weekend run to Belawan. On the outbrake of WW-II she was requisitioned and armed with two 4" guns, one 12 pdr., and two pom-poms. As HMS Kedah she was in the last convoy to leave singapore when the japanese occupied it and was one of the first to return at the liberation in 1945, when she was flying the flag of Rear Admiral morse.

In January 1946 she arrived at Barrow for a much-needed reconditioning and while there was sold to Israeli interests who decided to have the work completed in antwerp. She was almost lost on the passage when the tow-rope broke and she was in danger of drifting on to St.Agnes Head, but the tug Salvonia picked her up and completed the voyage. In 1947 she was transferred to the Kedem Palestine Line and renamed Kedmah for trade in the Mediterranean under Zim Line management. In 1951 she was badly damaged by a collision with a wreck in Haifa Bay, but repaired returned to service.

In 1952 she was bought by Harris & Dixon, who renamed her Golden Isles and put her on their Sterling Line service from Marseilles to Malta, Cyprus, and Lebanon. Her final two years were spent on the Marseilles-Haifa run on Zim Line charter, and late in 1956 she was sold to John Cashmore, Ltd., and towed to Newport, Mon., by the tug Turmoil for scrapping.

Kedmah depicted on the buttom right corner of Israeli stamp.

Singapore, 1980, S.G.?, Scott; 345

Israel, 1995, S.G.?, Scott; 1241

Source: Merchant Ships 1910-1929 by Laurence Dunn.

Lady Mary Wood (Paddle Steamer) 1842

Built in 1842 by Thomas Wilson & Co., Liverpool. Gt; 533, Diamensions; 160'8 x 25'5 x 16'6. A two cylender, 250 ihp (60 1/4" diam. X 66" stroke) steam engine, built by Fawcet Preston & Co., Liverpool, and paddle wheels gave her a speed of 12 knots. She had a wooden hull, carried 200 tons of cargo, 60 first class and 50 third class passengers.

She was launched 16 September 1841 and delivered 19 January 1842, she entered the Mediterranean service. In 1845 she was placed in the Ceylon-Singapore-Hong Kong service. When a rebellion broke out in Ceylon in 1848, Lady Mary Wood brought troops from Madras to put down the revolt, thus becoming the first steam-propelled troopship. In 1850 she attempted a Hong Kong-Shanghai service, but high customs duties at Shanghai, rigged by local merchants, forced discontinuance. She was sold in 1859 to the Indo-Netherlands Company for service between the East Indies and China.

Singapore, 1980, S.G.?, Scott, 348.

Source:Watercraft Philately

JEANIE JOHNSTON (Ireland)

Built 1998-2002 by The Jeanie Johnston (Ireland) Company Ltd., Blennerville, Tralee, for Dublin Docklands, Development Authority (operator Aiseanna Mara Teoranta)
Cost: €13.7m. port of registry Tralee, County Kerry.
Maiden voyage: March 2003, IMO number: 8633671, Call sign: EIJL, MMSI number: 250271000
Status: Museum ship
Three-masted barque, Gt:301, Displacement:518 t. (510 long tons) Length:47 m.(154' 2") o/a, 37.5 m.(123') on deck, Beam:8 m.(26' 3") Draft:4.6m.(15'1") Air draft:28m.(91'10")

Propulsion:2 × 290 hp. (216 kW.) Caterpillar 3306 diesel engines
1 × 50 kW. (67 hp.) bow thruster.
Sail plan:18 Duradon sails, 645 m2. (6,940 sq ft) sail area
Endurance:Under sail: 70 days, On 1 engine:17 days
Crew:40 (11 permanent and 29 voyage crew)

In 2003 the replica Jeanie Johnston sailed from Tralee to Canada and the United States visiting 32 US and Canadian cities and attracting over 100,000 visitors.
She took part in the Tall Ships Race from Waterford to Cherbourg in 2005 and finished 60th out of 65 ships.
Other notable Irish tall ships or sail training ships are the Asgard II (lost in the Bay of Biscay in 2008), the Dunbrody, the Lord Rank (N.I.)
and the Creidne (I.N.S.).
The replica is currently owned by the Dublin Docklands Development Authority who bought it in 2005 for a reported 2.7 million Euro,
which were used to clear outstanding loans on the vessel guaranteed by Tralee Town Council and Kerry County Council.
From 2006 to 2008 she was operated on their behalf by Rivercruise Ireland. During that time she carried approximately 980 sail trainees and over 2,500 passengers,
making regular visits to ports around Britain and Ireland, and also undertaking several trips to Spain each summer,
often carrying voyage crew who intended to join the Camino de Santiago. In between these voyages she would offer day-sails in Dublin Bay.
In early 2009 the Dublin Docklands Development Authority and Rivercruise Ireland could not reach agreement.
DDDA then offered the Department of Defence use of the ship as a training vessel for free (as a replacement for the sunken Asgard II),
but the offer was turned down.
The Department of Defence declared the Jeanie Johnston unsuitable because of her lack of speed, her required crew size of 11 and her inability to participate
in tall ships races. No alternative operator was found until mid-2010, when Galway-based company Aiseanna Mara Teoranta was appointed to operate the ship as a museum.
As of 2010, the ship is not in seagoing condition.
(Ireland 2000, 30 p. StG.?) Internet

PRODROMOS

From Mr. Sitnikov I got an image of the German tanker PRODROMOS on an artistic stamped envelope from Russia issued on 10 April 2014, and some photo’s
Built as a hopper barge under yard no 614 by Lobnitz & Co. Ltd., Renfrew, Scotland for the Cie Universelle du Canal Maritime de Suez, Port Said, Egypt.
23 May 1906 launched as the PRIMUS.
Tonnage 601 gross, dim. 57.6 x 11.0 x 2.7m (draught), length bpp 54.9m.
Powered by a steam engine(s) ?
June 1906 completed.
1910 Renamed in PORTEUR No, 36 by owners.
14 March 1938 Sold to Vayannis Cairactides, Piraeus, Greece for £1,900 and renamed PRODROMOS, She was rebuilt in a tanker by the new owners. Two 3-cyl. Diesel engines, manufactured by Bolinder-Munktell, Sweden, 236 hp, each, twin shafts, speed 9 knots.
Tonnage 877 grt, 424 nrt.
08 November 1940 requisition by Greek Government
April 1941 abandoned by her crew in Selinia, Salamis Island, Greek.
After Athens was occupied by German Forces in 27 April 1941 the PRODROMOS was taken as a prize and transferred to the German Navy, not renamed. In service by the navy as a tanker.
1942 Was the German Mediterranean company Hamburg the owner of the PRODROMOS.
After 14 April 1944 the Russian submarine M-111 on patrol off Cape Tarkhankut, Crimea sighted on 17th April the PRODROMOS escorted by the HELGA a transport. M-111 fired torpedoes which missed their target.
PRODROMOS took part in the evacuation of the German troops and her allies from the Crimea to Constanta in April/May 1944
09 May 1944 sunk by the German Navy at Sevastopol according German sources, the Russian sources give, taken by Soviet shore artillery in Sevastopol, by looking at the photo’s it looks that the German forces put her on fire, but she did not sink and was later taken by the Soviets. Anyhow she looks a complete wreck and she was not used again, most probably scrapped at situ.
Russia stamped envelope 2014.
Sources: Mr. Sitnikov. http://historisches-marinearchiv.de/pro ... _value=475
http://www.miramarshipindex.org.nz
http://www.worldwar2.ro/arr/?article=776

Seute Deern (Three Masted Bark) 1919

Built in Gulfport Shipbuilding Company, Gulfport, Bremerhaven, Germany in 1919; Gt. 721,38, nt. 630,26; 178.58’ x 36.17’ x 14.76’ (draught) [54.43m (61.45m oa) x 11.30m x 4.6m]; wood hull, barque rig with steel spars, 1.107sq.m. sail area; crew: 10.

Built as Elizabeth Bandi for the Marine Company, Mobile, Alabama, U.S., she was originally a four-masted coastal schooner, but later rebuilt as an auxiliary barque. At the time of her construction, there was an enormous need of trading vessels, hence, hundreds of ships were built. But there was a lack of good dry wood for their construction, so many of the ships were built from fresh wood (Pitchpine). This caused some problems, particularly on Elizabeth Bandi’s first voyage. Loaded with wood, the fresh wood that had been used in her construction, started to twist. As well, it was attacked by worms eating the outer planks, causing her to become leaky. The crew constantly manned the pumps to prevent her from sinking, and when they finally made their destination, she needed extensive repairs before she was able to continue.

Until 1931, the Elizabeth Bandi had sailed under the American flag, but was then sold to a Finnish owner
(William Uskanen) and renamed Bandi. As Bandi, she was primarily involved in the wood export to England. The change from the salty American waters, to the north Baltic Sea, was well suited for her hull. The Baltic Sea water did not contain beetles or wood worms. In 1935, she was sold to W. Uskanen, whose company coincidentally, was called Laiva Bandi. The brokerage firm of Yrjaenen & Kumpp of Bereederung, was in charge of her cargoes. But, they soon had problems finding enough cargo for the ship.

She was sold on Nov. 7, 1938 for 26,500 realm Marks to Germany. The new owner, J. T. Essberger of Hamburg, had the four-masted sailing ship overhauled completely to a three-mast bark. The change began Dec. 16, 1938 with Blohm & Voss (Hamburg) and on June 15, 1939, the nearly new sail-school ship, Seute Deeern, was activated. Up to the end of the Second World War the Seute Deern serviced within the Baltic Sea as a freight and training ship. At the end of war, the bark wound up in Luebeck. The shipping company Essberger brought Seute Deern in June 1946, with the help of a tractor, between Travemuende to Schlichting. There, she was converted into a hotel ship. One year later, the Seute Deern was moved to Hamburg and continued to be used as a hotel and restaurant ship, at the famous “couch place” of the old Ferry VII dock.

The Emder Gastwirtin Erna Hardisty bought her and transferred her to Emden, where she was fastened in December 1964.

On June 22, 1966, she was dragged from Emden to Bremerhaven and its new couch place was in Bremerhaven.

In 1972, she was taken over by the German navigation museum and thoroughly restored. In April 1983, she was renovated into a restaurant ship once again and operated by the Hotel Naber.


Germany, 2003, 2.60 €, S.G.?, Scott; ?.

Source: ; http://www.janmaat.de/seuted.
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QUEST.

The full index of our ship stamp archive

QUEST.

Postby shipstamps » Fri Nov 21, 2008 3:59 pm


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Built as a wooden hulled seal catcher by the yard of Erik Linstøls Båtbyggeri at Risor, Norway for Andr. Ingebrigtsen, Høvik near Oslo.
Launched under the name FOCA I (fishery No. K-13-K)
Tonnage 204 ton gross, 126 net, dim. 111.4 x 24.9 x 14ft. (draught)
Powered by 2-cyl. steam engines of 17nhp.

March 1921 sold to Sir Ernest Shackleton after he made a short visit to Norway, she was renamed QUEST.
Shackleton would use the vessel for his expedition to the Antarctic, but she was not so suitable for the voyage, small and straight stemmed, with an awkward square rig on her mainmast. He engines were too weak, and her boilers found at sea cracked. In all ports of call she needed repairs.
17 September 1921 she sailed from the St Katharine’s Dock in London under command of Capt. Worsley.
The QUEST made calls at Lisbon, Madeira, Cape Verde and Rio de Janeiro, at Rio de Janeiro Shackleton did have a heart attack, but when the ships doctor Macklin want to make an examination, he refused, but the doctor could see that he had a heart problem.
After sailing from Rio de Janeiro bound for South Georgia, Shackleton mentally changed he seemed unnaturally listless, always the leader and full of ideas, now he had not any plans and it seemed that he had turned to the past.
04 January 1922 she arrived off South Georgia and anchored off the whaling station of Grytviken.
Early in the morning of 5 January Dr. Macklin was called to Shackleton bunk and he found him with an other heart attack, not much he could do and a few minutes later Shackleton died.

(On this expedition Shackleton was appointed an Agent of the Post Master General for this expedition, and provided with one hundred pounds worth of British postage stamps, a circular date stamp and a trio of rectangular hand-stamps of a size to fit over a pair of stamps, for three of the countries they were expected to visit; namely Tristan da Cunha, Cough Island and Enderby Land.) as given in Log Book 1983 Vol 13 page 311.

After Shackleton death, his body was send back to England for burial, but when his wife Emily got the message of his death, she decided that her husband should be buried on South Georgia.
After arrival of Shackleton’s body at Montevideo, it was send back to South Georgia. And there his body was laid to rest on 05 March 1922 in the Norwegian cemetery.

After Shackleton died, the QUEST carried on, under Wild’s command, but he was not a leader and without Shackleton he was lost, he started drinking heavily; he had never done before on sea.
Before the QUEST sailed home in June, Wild took her to Elephant Island.
16 September 1922 she arrived in Portsmouth.

1923 Sold to to W.G Oliffe, Cowes.
March 1924 sold to Schjelderups Sælfangstrederi A/S ( Capt. Thomas Schjelderup), Skånland Bø (fishery No N-94-BN). In use as a seal catcher in the Arctic, and probably as fishing vessel in between catching seasons.

1929 Took part in the search for Amundsen and Major Gilbaud who disappeared in a hydroplane in the Arctic, while searching for General Nobile and the aircrew of the airship ITALIA.
1930/31 Deployed by H.G. Watkins in the British Air Route Expedition, the QUEST surveyed some coastal waters of Greenland
1935 Chosen to transport the Anglo-Danish expedition of Lawrence Wager and Augustine Courtauld, to Greenland, a summer expedition based at Kangerlussuag, Greenland. The QUEST returned from Kangerlussuaq on 29 August 1935, she left 7 expedition members behind who were to continue work.

1936/37 Count Gaston Micard chartered the QUEST, under command of Capt. Ludolf Schelderup, for an expedition to East Greenland; the expedition overwintered at the mouth of Loch Fyne (74N).
During the overwintering the crew of the QUEST caught 162 fox.
End July 1937 the QUEST returned to Europe making calls at Scoresbysund and Ammassalik.

January 1939 sold to Skips-A/S Quest (Ivar Austad, Tromsø) (fishery No T-24-T.
A 4-cyl 2tv Wichmann diesel engine was installed, 350 bhp.
Still used as a seal catcher, and probably in regular fishing in between seasons.

When war broke out in Norway in April 1940 she was catching seals near New Foundland, and she came under Notraship control.
Upon hearing of the German invasion in Norway she proceeded to St John’s.
November 1940 hired by the Royal Navy, as a minesweeper in the West Indies/Caribbean.
July 1941 handed back to Notraship.

March 1942 she was scheduled for convoy SC 76 from Halifax, but she did not sail.
April 1942 requisitioned by Den Konglige Norske Marine (Royal Norwegian Navy). Intended for use in Operation “Fritham 2” at Spitsbergen, Svalbard in May that year, but this was cancelled.
Then she shows up in convoy SC 83 which sails from Halifax in May 1942.

September 1942 returned to Nortraship.
21 June 1943 hired by the Royal Navy as water carrier, till 1945.

10 October 1945 laid up.
19 July 1946 returned to owner.

05 May 1962 while catching seal off the north coast of Labrador, she sprang a leak and sank due to ice.
The crew was rescued by the Norwegian seal catchers NORVARG, POLARFART, POLARSIRKEL and KVITFJELL.

Ascension 1972 4 and 4½p sg 160/1, scott 161/2
South Georgia 1972 20p sg 35, scott 34
Tristan da Cunha 1971 1½p sg 149, scott 153.

Source: Mostly copied from http://www.warsailors.com/freefleet/norfleetpq.html Shackleton by Roland Huntford. Ships of the Royal Navy Vol. II by Colledge. Log Book. Some other web-sites.
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Re: QUEST.

Postby hindle » Sun Jun 06, 2010 1:49 pm

The Quest was suffering from a bent and misaligned propshaft, which caused a lot of engine problems, hence the many stops en route.

When Shackleton died, Len Hussey injected ether into his heart in a vain attempt to revive him.

Richard A. Hindle.
hindle
 

Re: QUEST.

Postby aukepalmhof » Tue Apr 02, 2013 7:38 pm

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Shackleton-Rowett Expedition (1921-22) was the last to be led by Sir Ernest Shackleton. It was sponsored by Mr. John Quiller Rowett and ultimately was led by Captain [Commander] Frank Wild. The three were photographed in 1921 looking out from the bridge of the QUEST when they paid a visit to Southampton to supervise the fitting out of the ship prior to the expedition. The 45p stamps are based on this photograph in an unusual Triptych format.
The expedition proposed an ambitious two year programme of Antarctic exploration but before any work had begun Shackleton tragically died aboard ship on 5th January. The QUEST had only just arrived at South Georgia and on 4th January anchored off Grytviken, where Shackleton went ashore to visit the old whaling establishment once again. Returning to QUEST he retired to his cabin to write what was to be the final entry in his diary. “It is a strange and curious place” he wrote. “A wonderful evening. In the darkening twilight I saw a lone star hover: gem like above the bay”.
The expedition had numerous objectives including a circumnavigation of the Antarctic continent and the mapping of 2,000 miles of uncharted coastline, a search for wrongly charted sub-Antarctic islands and investigations into the possible mineral resources in these lands and an ambitious scientific research programme. It was unrealistic for so few men to achieve all of these objectives within two years. There was no single main goal other than perhaps Shackleton’s wish to return south once more.
Shackleton himself referred to the expedition as pioneering. There was an aircraft (that ultimately was not used) and all manner of new gadgets including a heated crow’s nest and overalls for the lookouts, a wireless set, an odograph that could trace and chart the ship’s route automatically, a deep-sea sounding machine and a great deal of photographic equipment.
Such gadgets were made possible by the sponsorship of the businessman John Quiller Rowett. Having made a fortune in the spirits industry Rowett had a desire to do more than simply make money. Following the First World War he was a notable contributor to several charitable causes. He was also a school-friend of Shackleton’s at Dulwich College and he undertook to cover the entire costs of the expedition. According to Wild, without Rowett’s generosity the expedition would have been impossible: “His generous attitude is the more remarkable in that he knew there was no prospect of financial return, and what he did was in the interest of scientific research and from friendship with Shackleton.” His only recognition was the attachment of his name to the title of the expedition. Sadly in 1924, aged 50, Rowett took his own life believing his business fortunes to be in decline.
After the death of Shackleton, Frank Wild took over as expedition leader and chose to proceed in accordance with Shackleton’s plans. The QUEST, shown on the 50p stamps leaving London, at Ascension and in Ice, was the smallest ship to ever attempt to penetrate the Antarctic ice and despite several attempts the most southerly latitude attained was 69°17′s. The ship returned to South Georgia at the onset of winter. QUEST remained in South Georgia for a month, during which time Shackleton’s old comrades erected a memorial cairn to their former leader, on a headland overlooking the entrance to Grytviken harbour.
QUEST finally sailed for South Africa on 8th May where the crew enjoyed the hospitality of the Prime Minister, Jan Smuts, and many local organizations. They also met Rowett’s agent with a message that they should return to England rather than continuing for a second year. Their final visits were to St Helena, Ascension Island and St Vincent.
In the end the expedition achieved little of real significance. The lack of a clearly defined objective combined with the failure to call at Cape Town on the way south to collect important equipment (including parts for the aeroplane) added to the serious blow of Shackleton’s death, which ultimately overshadowed the expedition’s achievements.
The expedition has been referred to as the final expedition of the heroic age of Antarctic exploration. Those that followed were of a different nature and belonged to the mechanical age.
Ascension Island 2012 45p/50p sg?, scott?
Source: http://www.stampland.net/?p=7765#more-7765
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