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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Neuralia

The full index of our ship stamp archive

Neuralia

Postby shipstamps » Mon Oct 20, 2008 5:21 pm

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SG212
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British India liner Neuralia, well-known for her many years of service to the nation as a troop transport. With her sister ship Nevasa, she was designed for the United Kingdom-Calcutta service of the British India Steam Navigation Co. Ltd. and was launched by Barclay, Curle and Co. Ltd. on September 12, 1912.
A vessel of 9,082 gross tons (later increased to 9,182), she had a deadweight capacity of 9,920 tons on a draft of 28 ft. 4 ins. Her overall length was 500 ft. and she had a beam of 58 ft. and depth of 34 ft. There were three complete decks.
Two quadruple-expansion engines having cylinder dimensions of 231/4 ins., 33 ins., 47 ins, and 68 ins, in diameter and a stroke of 48 ins, drove twin screws and took steam at 215 lbs. per sq. in. from seven single-ended coal-fired cylindrical boilers. The machinery gave the ship a normal speed of 141/2 knots. Accommodation was provided for 128 first and 98 second-class passengers.
The Neuralia (her name was a shortened version of that borne by a hill station in Ceylon) had hardly time to settle down to regular service when the First World War began and she was requisitioned as a troopship. In June 1915 she was converted into a hospital ship and among the places she visited were Suvla Bay and Salonika during the Dardanelles campaign that year. After the armistice she was released and following a refit reverted to her normal commercial life once more, on the United Kingdom—India or East Africa services.
In 1925 the ship was converted into a permanent troopship for the British Government. For the next 14 years she carried out trooping voyages to many parts of the world, principally between Southampton and India, but also to and from Malta, Egypt and Singapore. Her normal peace time complement of troops was about 1,000 men. Although a transport, she remained under British India ownership and management and in the 1930s she initiated a scheme of carrying parties of schoolboys on cheap cruises to Scandinavian waters during the non-trooping seasons—an idea which may be regarded as the forerunner of the present British India educational cruises.
In 1940 the Neuralia was one of the ships in the second convoy carrying Australian troops which reached the Eastern Mediterranean in the late spring, shortly before Italy declared war. After disembarking the troops at Port Said, she sailed to Cyprus, returning with a full complement of Cypriots anxious to leave an island threatened with occupation. She next sailed from Port Said through the Straits of Gibraltar to Dakar where she embarked 2,000 French native troops and set course for the Bay of Biscay. On passage news was received of the fall of France and the vessel put back to Dakar, disembarked the troops and then sailed for Gibraltar.
There followed a period of carrying refugees, some of them to Jamaica. On returning from the last of these trips, the convoy in which the Neuralia was sailing was repeatedly attacked by U-boats over a period of several days.
When Japan declared war, the Neuralia was one of several British India ships employed in taking refugees from Rangoon. Two days after the city fell to the Japanese, she was lying at Madras when orders were received to proceed to Port Blair, in the Andaman Islands, and take off all who wished to leave. She set out across the Bay of Bengal escorted most of the way by a cruiser. Sailing unharmed through the Manners Strait, which had been mined, she passed the reefs outside the entrance to Port Blair and succeeded in entering the inner harbour, a feat never before performed by a vessel of her size. Taking on board all who wished to be evacuated, she sailed again a few hours later, at two o'clock in the morning, guided through the reefs by a launch showing a small light in her stern.
She spent 1943 partly in the Far East and partly in the Mediterranean, where, among other duties, she carried troops to Tripoli, Augusta, Taranto and Naples, and found herself at the end of April 1944 at Algiers. From this port she sailed for Glasgow and a quick refit and then proceeded to London, where she joined other ships preparing for the invasion of Normandy. On June 5, 1944, she passed down the river and at dawn next day was at her "battle station" opposite the "Omaha" and "Utah" beaches.
The Neuralia sailed back and forth between the beaches and Southampton until the following October, when she returned to London for a major overhaul. During the period she had made 14 trips and carried a total of 27,000 men of the Imperial and United States Armies. After Normandy she sailed, via the Azores, to Alexandria and then made three voyages to Greece, carrying Greek prisoners-of-war from Egypt. She also took Greek troops from Athens to various parts of Greece.
Then came her last mission. She was ordered to take some 1,700 Yugo-Slav refugees, who had been living in camps in the Canal Zone, back to their native country, now freed from German occupation. She set out for the port of Spalato, now called Split, on the Adriatic coast. Reaching there during the last week of April 1945, she landed her passengers and put to sea again for Taranto, where she was scheduled to take on board a full complement of German prisoners-of-war. She never arrived.
The vessel was coming round the heel of Italy, just turning into the Gulf of Taranto, on May 1, 1945, when at 02.00 hours she was shaken by a violent explosion. She had struck a mine which had exploded in the engine room, immediately flooding that vital space, and it seemed unlikely that she could survive for very long.
The order was given to abandon ship, but the Neuralia did not sink at once, remaining afloat until dawn, when she started to list to port. Soon she was on her beam ends and then started to sink by the stern, and as the after end of the ship disappeared from view, the forepart reared up out of the water and hung motionless for a few moments before it gradually slipped back out of sight among a froth of bubbles.
Thus sank the Neuralia a week before Germany's unconditional surrender. For more than 30 years she had been sailing the seas as a trooper and had served through two world wars.
SG212 Sea Breezes 7/67
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