SHIP STAMP SOCIETY

SHIP STAMP SOCIETY

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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?
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PAMIR

The full index of our ship stamp archive

PAMIR

Postby shipstamps » Wed Nov 05, 2008 10:07 pm


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Built under yard no 180 by Blom & Voss at Hamburg for Ferdinand Laeisz at Hamburg. (The Flying P Line.)
29 July 1905 launched in the afternoon at 3 o’clock under the name PAMIR. Named for the Central Asian mountain range. She was the third of 8 sisterships.
Tonnage 3.020 gross, 2.777 net, dim 96.34 x 14.04 x 7.99m.
Rigged as a four-masted barque
18 October 1905 delivered to owners.

Built for the nitrate trade from Chili.
31 October 1905 sailed from Hamburg for her maiden voyage under command of Captain Prützmann, passed 12 November Lizard Point and arrived 70 days later at Valparaiso via Cape Horn.
In 1906 she made even a faster passage when she made the passage from Lizard Point to Valparaiso in 64 days. Her return trip from Iquique to the Scilly Islands was made in 75 days.
May 1911 command was taken over by Capt. R. Miete until March 1912.

1914 Was she under command of Captain Max Jürgen Heinrich Jürs. After he sailed from Chile in 1914 he heard that war had broken out, he set course for Santa Cruz de la Palma, Canary Islands. She was laid up near Santa Cruz in the bay for the rest of World War I.
After the war the vessel was allocated to the Italian Government as war damage compensation on 17 March 1920. She was thereafter laid up at Castlelamare and Genoa She was send to Hamburg in 1921 to discharge her belated cargo of nitrate, then she went round to Rotterdam in tow to load a cargo for Italy, after she was employed in the Mediterranean.
She was bought back by Laeisz for £7000 in February 1924.
No under command of Captain Hinrich Nissen she was again put in the nitrate trade until July 1931.

06 November 1931 Sold to the Gustav Erikson at Mariehamn, Aland Island for DEM 42.000 (£2700.)
She came under command of Capt. Karl Gerhard Sjögren and she entered the grain trade to Australia, with mostly her outward voyages with timber from Europe.

When World War II broke out Finland was in state of war with Great Britain the PAMIR was underway from the Seychelles Islands in the Indian Ocean with a cargo of guano for Wellington, where she arrived in March 1941.
She was seized at Wellington, New Zealand on 3 August 1941. Managed by the Union Steamship Company.
She was used as cargo carrier and cadet ship, and made during the war a handsome profits for the managers of £30.000.
Under the New Zealand flag she made ten voyages mostly between New Zealand and the west coast of America.
02 March 1948 she was visited by Princess Elizabeth (now Queen) and the Duke of Edinburgh in London.
Her latest voyage under New Zealand flag when she was towed from the Thames to Antwerp to top up with slag, arrived 18 August 1948 at Auckland after a passage of 109 days.
The last round voyage to England, she did not make any profit but a loss of £ 10.000 and the Union Steamship Company was not more interested in her.
12 November 1948 at 10 am the New Zealand Government handed her back to her former owner Gustaf Erikson in Auckland

Under command of Capt. Verner Bjõrkfelt she sailed in ballast from New Zealand.
She was the last sailing ship chartered to carry grain from Australia to Europe on 28 May 1949 she sailed from Port Victoria to Falmouth for orders with on board 4233 tons of barley in sacks. She made the passage in 127 days. She sailed three days before her sistership the PASSAT, which arrived 110 days later at Queenstown. The Aland stamp issued 1999 3m40 shows both vessels together.
After arrival the Ministry of Food in the U.K. as storage chartered her for her cargo until it was needed. After some time she discharged at Penarth and was then laid up.

In December 1950 the PAMIR and PASSAT were both sold to van der Loo at Antwerp for scrapping. She were towed to Antwerp.

Both were saved from the scrap yard by the German owner Heinz Schliewen of Lübeck. Schliewen would use both vessels as cargo-carrying sail training vessels.

She was given an auxiliary diesel motor, which could give her a speed of 7.5 knots. Accommodation for 60 to 80 cadets, and fitted out with watertight bulkheads.
She made a round voyage to Brazil, but the ship was very costly to run, and after her return she was laid up at Hamburg.
Early 1954 it was announced that she would be sold in a public auction and she came under the hammer on 2 April 1954 and she was bought by the Landesbank Schleswig-Holstein for DEM 310.000, the main creditor of the former owner..
1956 She was sold to the Stiftung Pamir und Passat (a consortium of 40 German shipowners) at Lübeck.
Used again as a cadet-training vessel between Europe and South America.

On her fifth voyage under command of Capt. Johannes Diebitsch she sailed on 10 August 1957 from Buenos Aires loaded with barley in bulk and bound for Hamburg on board a crew of 35 and 51 cadets.
When in a position about 600 miles West of the Azores she sailed in a hurricane, which blown away most of her sails, so she could not more hove-to. SOS messages calling for immediately assistance were sent, and some ships in her vicinity came to the rescue. But before she arrived the PAMIR was blown on her side and capsized. She sank in a position approximately of 35 57N and 40W. on 21 September 1957 at 11.15.
Of her complement of 86 men only 6 men were rescued, five were picked up from a waterlogged lifeboat by the US steamship SAXON and the sixth was rescued by the US Coast Guard cutter ABSECON.

Aland Island 1988 11m sg34 and 1999 3m40 sg 151. (This stamp illustration is by Robert Carter. His web site can be accessed by the Links on this site)
Falkland Islands 1989 5p 571.
New Zealand 1947 1d sg L43, 1967 1c sg L50.
Penrhyn Island 1981 10c sg 183 and $1 sg 203, 1983 18c sg 300, 1984 $1.20 sg 352, 1985 $1.20 sg o32.
Paraguay 1976 25g sg?, scott 1693

Sources: http://pc-78-120.udac.se:8001/WWW/Nauti ... Pamir(1905).html
Sail Training and Cadet Ships by Harold A. Underhill. Ships of the World by Lincoln P. Paine.
Dictionary of Disasters at Sea during the age of steam 1824-1962 by Charles Hocking. Some web-sites.
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Re: PAMIR

Postby john sefton » Thu Jul 23, 2009 5:46 pm

SG183.jpg
SG183
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SG352.jpg
SG352
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4.jpg
SG1046
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More stamps:
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Re: PAMIR

Postby aukepalmhof » Thu Dec 06, 2012 7:42 pm

pamirta.jpg
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pamirt6.jpg
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2015 pamir.jpg
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Image (15).jpg
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One more stamp of the PAMIR.
Sierra Leone 2015 le 6000
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