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. Full membership 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.

DURANCE transport aviso

The stamp was designed to honour the naval doctor, writer and poet Victor Segalen born in Brest on 4 January 1878 and died in Huelgoat in 1919. The vessel on the stamp is the DURANCE. On the background of the stamp is a map of China, Segalen after leaving the DURANCE learned the Chinese language and made a long trip to China.
The wooden hulled transport-aviso was built on the Arsenal Rochefort for the French Navy.
01 March 1882 keel laid down.
10 January 1887 launched as the DURANCE the fifth ship under that name in the French Navy.
Displacement 1,597 ton, dim. 66.80 x 10.50 x 4.80m.
One steam engine 175 nhp, one propeller, speed 11 knots.
Barque rigged, sail area 1224 m².
Armament 4 – 140mm, 1 – 65mm, 4 – 37mm guns.
Crew 8 officers and 111 men.
16 May 1890 commissioned.
First used in the Atlantic till 13 December 1890.
1891 Assigned to the Tahiti station. She carried cargo and passengers, one of the passengers for a voyage on board was the famous painter Gauguin.
Victor Segalen joined the DURANCE in Tahiti as a young ships doctor, traveling from France via New York and San Francisco to Tahiti.
17 October 1895 the DURANCE arrived in Cherbourg.
1897 The DURANCE joined the Senegal station.
From 20 April 1899 to October 1900 decommissioned in Rochefort.
Then she was a unit of the Pacific Naval division.
04 December 1905 in Toulon, disarmed and used as a floating barrack by the 1st Submarine Flotilla in Toulon. Segalen left in 1905 the vessel there and became a doctor in the Brest Naval Hospital.
30 December 1910 sold for demolition and broken up in Toulon.

France 1979 1f50 sg2303, scott1634.
Source Log Book. http://maitres-du-vent.blogspot.co.nz/2 ... galen.html

LABOUR DAY

This stamp for the Labour Day festivity in British Honduras shows us a rowing regatta in Belize City, The craft used in the regatta, with as it looks have a square bow is most probably a “batteau” , a term in Belize applied to a “pitpan” that has been enlarged by sawing it in half longitudinally and inserting a wide plank. May require up to 40 paddlers.

British Honduras 1973 10c sg344, scott309.
Source: Aak to Zumbra a Dictionary of the World’s Watercraft.

BARON BLISS DAY

Baron Bliss Day: The stamp issued by British Honduras in 1973 of 3c shows us some yachts, most probably local yachts and not possible to identify during a race in Belize City on Baron Bliss Day.
http://mybelize.net/history/baron-bliss-day/
Mr Clem Reiss in Watercraft Philately 1981 page 30 gives on the stamp:
The stamp illustrates an unusual sail arrangement. The main sail on the lead boat would cause the boat to jib. A jib would place the crewman on the hiking strap in jeopardy of being knocked into the water.

British Honduras 1973 3c sg343, scott308.

Shamrock V (J-Class Yacht) 1930

Shamrock V was the first British yacht to be built to the new J-Class rule. She was commissioned by Sir Thomas Lipton for his fifth (and ultimately last) America's Cup challenge.

See Topic: “Sir Thomas Lipton (A Famous America’s Cup Character)”

Although restored many times she is the only J not to have ever fallen into dereliction. Sir Thomas Lipton and Shamrock V depicted on the stamp.

The services of Charles Ernest Nicholson were once again employed to design the challenger and she was constructed at the Camper and Nicholsons yard in Gosport. Shamrock V was built from wood, with mahogany planking over steel frames and, most significantly, a hollow spruce mast. As a result of rule changes, she was the first British contender for the America's Cup to carry the Bermuda rig. Following her launch on 14 April 1930 she showed early promise on the British Regatta circuit winning 15 of 22 races. She also underwent continuous upgrading with changes to her hull shape, rudder, and modifications to the rig to create a more effective racing sail plan before departing to America in time for the 15th America's Cup.

Four New York syndicates responded to Lipton's challenge each creating a J-Class, Weetamoe, Yankee, Whirlwind, and Enterprise. This was a remarkable response particularly during depression-hit America with each yacht costing at least half a million dollars; and would serve to highlight that despite the J-Class' immense power and beauty, their Achilles heel would be the exorbitant cost to construct and race them. Winthrop Aldrick's syndicate, Enterprise, emerged from the competitive round-robins as the eventual defender.

Enterprise was the smallest J-Class to be built, her size being an early indication of the ruthless efficiency that was employed by the renowned naval architect Starling Burgess. The efficiency of design was coupled to a number of pioneering features such as the Park Avenue Boom, hidden lightweight winches and the world’s first duralumin mast.

The first of the best-of-seven races was a convincing victory for Enterprise winning by nearly three minutes.Shamrock V was to fare worse in the second race losing by nearly 10 minutes. The third race finally provided the assembled thousands on the shore at Newport, the racing they craved. Shamrock V 's initial lead at the start was relinquished to Enterprise after a tacking duel.

Following this surrender disaster struck, as Shamrock V 's main halyard parted and her sail collapsed to the deck. The fourth race clinched the cup for Enterprise after which Sir Thomas Lipton was heard to utter "I can't win".

Shamrock V 's challenge was plagued by bad luck and haunted by one of the most ruthless skippers in America's Cup history, Harold Vanderbilt. Sir Thomas Lipton, after endearing himself to the American public during 31 years and five attempts, would die the following year never fulfilling his ambition to win the cup.

The British aviation industrialist Sir Thomas Sopwith was to be the next custodian of Shamrock V. Already a keen yachtsman, Sopwith bought her in 1931 as a trial horse to gain J-Class racing experience. He would also add to Nicholson's skills with his own aeronautical expertise and material knowledge to build and perfect his challenger for the 16th America's cup, Endeavour.

Shamrock V was then sold to Sopwith's aviation friend, and fellow yachtsman, Sir Richard Fairey of Fairey Aviation who continued to incorporate aerodynamic and hydrodynamic modifications as well as campaigning her against other J-Class yachts (Velsheda, Endeavour, and Yankee) during the 1935 regatta season. In 1937,Shamrock V was sold to the Italian senator and industrialist Mario Crespi. This change in ownership prompted Shamrock V 's only name change. Italian Fascist law had banned the use of foreign names in society, accordingly Shamrock V was renamed Quadrifoglio (cloverleaf). Crespi was also the first owner who modified Shamrock V for comfort by installing her maple interior.

A renaissance for Shamrock V began in 1962 with her acquisition by the Italian yachtsman Piero Scanu. He instigated a comprehensive three year overhaul commencing in 1967 with Shamrock V returning to the Camper and Nicholsons yard. The hull and deck received significant attention along with the modernisation of the systems and engines. The effects of this rebuild were to last the next twenty years during which a remarkable repeat of history was enacted when, in 1986,Shamrock V returned to the ownership of the Lipton Tea Company who donated her to the Museum of Yachting at Newport, Rhode Island. Another extensive restoration was instigated by her new owners and undertaken by Elizabeth Meyer in 1989.

Following changes of ownership in the 1990s and another renovation, Shamrock V participated in a fitting reunion in August 2001 with the only two remaining J-Classes, Endeavour, and Velsheda, for the America's Cup Jubilee in the Solent.

Dominica 1992, S.G.?, Scott: 1530.

Source: Wikipedia

Sir Thomas Lipton (A Famous America’s Cup Character)

Sir Thomas Lipton holds a place in the America's Cup heart as being the most reliably consistent and deftly congenial loser. Five times he challenged for the Cup, five times being defeated. Despite his best laid plans and momentous effort to bring the Cup back to Britain, the tea magnate simply didn't cut the mustard. Nonetheless, he did have a penchant for beautiful boats. His last challenger, Shamrock V, never really stood a chance of winning the race but it did win marks for pure beauty.

Sir Thomas Johnstone Lipton, 1st Baronet, KCVO (10 May 1848 – 2 October 1931) was a Scotsman of Ulster-Scotsparentage who was a self-made man, merchant, and yachtsman. He created the Lipton tea brand and was the most persistent challenger in the history of the America's Cup.

Lipton was born in Glasgow on 10 May 1848. His parents, Thomas Lipton senior and Frances Lipton (née Johnstone), were Ulster-Scots from County Fermanagh. The Liptons had been smallholders in Fermanagh for generations but, by the late 1840s, Thomas Lipton's parents had decided to leave Ireland and move to Scotland in search of a better living for themselves and their young family. The Liptons had settled in Glasgow by 1847. Lipton's father would hold a number of occupations throughout the 1840s and 1850s, including working as a labourer and as a printer.

Thomas Lipton was educated at St. Andrew's Parish School close to Glasgow Green between 1853 and 1863. By the early 1860s his parents were the proprietors of a shop at 11 Crown Street in the Gorbals where they sold ham, butter, and eggs. It was with the aim of supplementing his parents' limited income that Thomas Lipton left school at the age of thirteen and found employment as a printer's errand boy, and later as a shirtcutter. He also enrolled at a night school, the Gorbals Youth's School, during this period.

In 1864 Lipton signed up as a cabin boy on a steamer running between Glasgow and Belfast and was captivated by life aboard the ship and the stories told by sailors who had traveled to the United States. After being let go by the steamer company, Lipton quickly used the wages he had saved to purchase passage on a ship bound for the U.S., where he would spend five years working and traveling all over the country. Lipton had a number of jobs during this time: at a tobacco plantation in Virginia, as an accountant and bookkeeper at a rice plantation in South Carolina, as a door-to-door salesman inNew Orleans, a farmhand in New Jersey, and finally as a grocery assistant in New York.

He returned to Glasgow in 1870, initially helping his parents run their small shop in the Gorbals. The following year he opened his first provision shop, Lipton's Market. This enterprise proved to be successful and Lipton soon established a chain of groceries, first across Glasgow, the rest of Scotland, until finally he had stores throughout Britain. While Lipton was expanding his empire, he established the Lipton tea brand, which remains in business as a subsidiary of Unilever.

King Edward VII and King George V both shared their interest in yachting with Lipton and enjoyed his company. Between 1899 and 1930 he challenged the American holders of the America's Cup through the Royal Ulster Yacht Club five times with his yachts called Shamrock through Shamrock V.

See Topics: “Shamrock, Shamrock III, Shamrock IV and Shamrock V”.

His well-publicised efforts to win the cup, which earned him a specially designed cup for "the best of all losers", made his tea famous in the United States. Lipton, a self-made man, was no natural member of the British upper class and the Royal Yacht Squadron only admitted him shortly before his death. Lipton was inducted into the America's Cup Hall of Fame in 1993.

During World War I, Sir Thomas Lipton helped organizations of medical volunteers. He placed his yachts at the disposal of the Red Cross, the Scottish Women's Hospitals Committee of Dr. Elsie Inglis, the Serbian Supporting Fund, etc., for the transport of medical volunteers (doctors and nurses) and medical supplies. In Serbia during the winter of 1914–1915 and the spring of 1915, several British hospital teams were working with Serbian military and civilian doctors and nurses.

He was created a Knight Commander of the Royal Victorian Order in March 1901 by King Edward VII.

A portrait of Lipton appeared on the cover of Time magazine on 3 November 1924.

He died at Osidge on 2 October 1931 and bequeathed the majority of his fortune to his native city of Glasgow, including his yachting trophies, which are now on display at the Kelvingrove Art Gallery and Museum. Sir Thomas Lipton was buried alongside his parents and siblings in Glasgow's Southern Necropolis.

Dominica 1992, S.G.?, Scott: 1530.

Senegal 1999, S.G.?, Scott: 1371.

Source: Wikipedia.

U-BOAT TYPE VIIC 41

Type VIIC/41 was a slightly modified version of the VIIC and had the same armament and engines. The difference was a stronger pressure hull giving them a deeper crush depth and lighter machinery to compensate for the added steel in the hull, making them slightly lighter than the VIIC. A total of 91 were built; all of them from U-1271 onwards lacked the fittings to handle mines.
Today one Type VIIC/41 still exists: U-995 is on display at Laboe (north of Kiel), the only surviving Type VII in the world.

Maldives 2015 in margin of sheet SgMS?, scott?
Source: Wikipedia
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MTA SISMIK I

The full index of our ship stamp archive

MTA SISMIK I

Postby shipstamps » Wed Oct 15, 2008 4:16 pm

Built by the Schiffs en Maschinenebau A.G., Manheim, Germany for the German Navy.
18 May 1942 launched under the name AGIR.
Tonnage 676 gross, 199 net. Dim. 186.0 x 29.1ft.
Powered by a 9-cyl. Sulzer diesel engine, ?hp, speed ?.
1942 Delivered.

After the war taken by the United Kingdom and brought to England.
Rebuilt in a salvage tug, renamed HERCULES in 1949.
1950 Based at Gibraltar.
1954 Sold to Denizicilik Bankasi T.A.O., Kurturlu A.S., Istanbul, renamed in HORA.
From 1954 till 1958 as salvage tug at Büyükedere, Turkey.
From 1958 till 1968 as salvage tug at Izmir, Turkey.
1968 Taken over by the Port Authorities of Izmir and used as stationary pilot boat by Izmir port.
1970 Sold to Maden Tetkik Arama, and rebuild in an oceanographic survey vessel, the company is controlled by the Turkish Government.
Renamed in MTA SISMIK-I.
Tonnage 750 gross, 275 net, 353 dwt. Dim. 56.75 x 8.87 x 3.96m. (draught)
Powered by one Nohab-Polar diesel, 1.050 hp., one propeller, speed 13 knots.(most probably her engine then also replaced)
Bunker capacity 100 tons.
Number of berths total for 42 persons.
1972 She came in the news when there was a conflict between Greece and Turkey over coastal waters around Greek islands near the Turkish coast. The MTA SISMIK-I sailed then to these waters under escort of Turkish destroyers to carry out some survey work.

2006 given by http://www.equasis.org IMO No. 5154806, owned and managed by MTA Enstitusu at Istanbul.
Call sign TCVR.

Source: Lloyds Register 1955/56. Navicula. Some web-sites.
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Re: MTA SISMIK I

Postby Arturo » Thu Feb 06, 2014 9:40 pm

MTA Sismik1.jpg
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MTA Sismik 1.jpg
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MTA.jpg
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MTA Sismik 1 was built by Danziger Werft in Danzig for Nazi Germany's Kriegsmarine. Named Ägir, she was launched on May 18, 1942. After World War II, she was taken by the United Kingdom to England, where she was rebuilt in a salvage tug, and renamed Hercules in 1949. She was based in Gibraltar from 1950 until 1954 when she was sold to Turkey.

Her Turkish owner, the “Denizcilik Bankası” renamed her Hora and put her as salvage tug in service four year long from 1954 in Istanbul, and then ten years long in İzmir. In 1968, she was acquired by the Port Authority of Izmir to be used as stationary pilot boat.

In 1975, MTA (the General Directorate of Mineral Research and Exploration in Ankara) purchased the ship Hora to transform her into a research vessel, and renamed her MTA Sismik 1 (Picture1). After fitting her with up to date technology equipment for subsea geophysical exploration at seas around Turkey, she was commissioned in 1976.

MTA Sismik 1 is 56.45 m long, with a beam of 8.80 m and a max. draft of 3.90 m. Assessed at 720 GT and 275 NRT, the ship is propelled by a 1,050 hp (780 kW) diesel engine. She has a speed of 12 knots in service.

The ship's crew consists of 7 officers and 16 seamen. Research work is conducted by 12 scientists aboard. She has an autonomous endurance of 25 days
Finally in 2005, it was decided that the more than 60-year old ship has completed her service life. She was donated to Istanbul Technical University's Faculty of Maritime to be used as a training ship (Picture 2)

Still in Service as of 2014.

Turkey 1977 (400 krş.)

Source: Wikipedia
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