SHIP STAMP SOCIETY

SHIP STAMP SOCIETY

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A free sample of Log Book is available on request.

HMS Shannon captures USS Chesapeake,1813

On 9 April 1813 the U.S. Frigate Chesapeake returned to Boston after a cruise against British commercial shipping. Over the next several weeks she was refitted and received a new Commanding Officer, the recently promoted Captain James Lawrence. Many of her officers were replaced and a large percentage of her crew was newly enlisted. Though the ship was a good one, with a well-seasoned Captain, time would be necessary to work her men into a capable and disciplined combat team. However, the time was not available. Blockading off Boston was HMS Shannon, commanded for the past seven years by Captain Philip Broke, whose attention to gunnery practice and other elements of combat readiness was extraordinary. Shannon and Chesapeake were of virtually identical strength, though the American ship's crew was rather larger, and a duel between the two was attractive to both captains. Broke even issued a formal challenge, though it did not reach Lawrence, whose previous experience with British warships had convinced him that they were not likely to be formidable opponents. Chesapeake left Boston Harbor in the early afternoon of 1 June 1813. The two ships sailed several miles offshore, where Shannon slowed to await her opponent, who approached flying a special flag proclaiming "Free Trade and Sailors' Rights" in recognition of America's prewar grievances against British policies. Though Lawrence had a brief opportunity to rake, he did not do so, but closed to place his port broadside against Shannon's starboard battery. Somewhat before 6 PM the ships opened fire, both hitting, but the British guns did more damage and produced crippling casualties on Chesapeake's quarterdeck. Captain Lawrence was mortally wounded by small arms fire and had to be taken below, giving his final order "Don't give up the ship!" The American ship was soon out of control. The two frigates came together. Captain Broke led his boarding party onto Chesapeake's quarterdeck, where they met fierce but disorganized resistance. Assisted by cannon and small arms fire from on board Shannon, they soon gained control above decks, though Captain Broke was badly wounded in the process. Some fifteen minutes after the battle began, Chesapeake was in British hands. Casulaties were heavy: more than sixty killed on Chesapeake; about half that many on Shannon. The latter's cannon had made more than twice as many hits, and her boarding party demonstrated decisive superiority in hand-to-hand fighting. The action, which greatly boosted British morale, provided another of the War of 1812's many convincing examples of the vital importance of superior training and discipline in combat on sea and land.
Mali 2017;840f;SG?
Source:www.ibiblio.org/hyperwar/OnlineLibrary/photos/events/war1812/atsea/ches-sn.htm

PK 10/130 UMS 1000 fire fighting boat

Ukraine issued in 2017 four stamps with firefighting craft of which one shows us a fire fighting and rescue boat in use in the Ukrainian waters.

The craft depict is the PK 10/130 (UMS 1000) which is sold by the Kompaniyatital 000 at Kiev. If they are the builder of the boat I am not sure, but I believe she are the agent for the builder.
Displacement 7000 kg. Full weight 3,500 kg. dim. 10.6 x 3.2 x 3.5m.
Powered by two Volvo Penta diesel engines each 330 hp, speed 45 knots.
For oil fighting she has a foam bag of 200 kg. and one fire pump.
Crew 8

Source: various internet sites.
Ukraine 2017 5k00 sg?, scott?

TRAUNSEE and paddlesteamer GISELA

By the issues is given:

About 35 Years UNPA at the Traunsee (1982 – 2017) - (Sheetlet Mint)
On 24 August 2017, UNPA will issue a personalized special event sheet celebrating “35 years UNPA at the Traunsee”. The sheet is composed of ten different € 0.68 denominated stamps. The stamps and the background image feature views of the Lake Traunsee, the City of Gmunden, the Castle “Schloss Ort” as well as the Villa Toscana. United Nations cancellations from the year 1982 are depicted on the tabs.
https://www.wopa-plus.com/en/stamps/product/&pid=38870#

The sheetlet has three maritime theme stamps, Two stamps shows us a paddlesteamer on the lake and a sail-yacht of the latter I do not have any information. The paddlesteamer must be the GISELA, the only old paddlesteamer on the lake, comparing the stamps with photos of the GISELA she is the vessel.
Her details and history are given on: viewtopic.php?f=2&t=12854&p=15702&hilit=gisela#p15702

United Nations 2017 0.68Euro sgMS?, scott?

Transfer of the Portuguese Court to Brazil.1808

In 1807, at the outset of the Peninsular War, Napoleonic forces invaded Portugal due to the Portuguese alliance with the United Kingdom. The prince regent of Portugal at the time, John VI, had formally governed the country on behalf of Maria I of Portugal since 1799. Anticipating the invasion of Napoleon's army, John VI ordered the transfer of the Portuguese royal court to Brazil before he could be deposed. Setting sail for Brazil on November 29, the royal party navigated under the protection of the British Royal Navy, and eight ships of the line, five frigates, and four smaller vessels of the Portuguese Navy, under the command of Admiral Sir Sidney Smith. On December 5, almost halfway between Lisbon and Madeira, Sidney Smith, along with Britain's envoy to Lisbon, Lord Strangford, returned to Europe with part of the British flotilla. Graham Moore, a British sailor and career officer in the Royal Navy, continued escorting the Portuguese royal family to Brazil with the ships Marlborough, London, Bedford, and Monarch. On January 22, 1808, John and his court arrived in Salvador, Brazil. There, Prince John signed a law opening commerce between Brazil and "friendly nations" such as the United Kingdom. This new law, however, broke the colonial pact that had permitted Brazil to maintain direct commercial relations with Portugal only. Secret negotiations at London in 1807 by Portuguese ambassador Domingos António de Sousa Coutinho guaranteed British military protection in exchange for British access to Brazil's ports and to Madeira as a naval base. Coutinho's secret negotiations paved the way for Prince John's law to come to fruition in 1808. On March 7, 1808, the court arrived in Rio de Janeiro. On December 16, 1815, John created the United Kingdom of Portugal, Brazil and the Algarves (Reino Unido de Portugal, Brasil e Algarves), elevating Brazil to the same rank as Portugal and increasing the administrative independence of Brazil. Brazilian representatives were elected to the Portuguese Constitutional Courts (Cortes Constitucionais Portuguesas). In 1815, in the aftermath of Napoleon's defeat and the meeting of the Congress of Vienna convened to restore European political arrangements, the Portuguese monarch declared Brazil a co-equal to Portugal to increase Portugal's bargaining power. In 1816, with the death of Queen Maria, Prince John became king of the United Kingdom of Portugal, Brazil and the Algarves. After several delays, the ceremony of his acclamation took place in Rio de Janeiro in 1818. Owing to the absence of the king and the economic independence of Brazil, Portugal entered a severe political crisis that obliged John VI and the royal family to return to Portugal in 1821, otherwise he risked loss of his Portuguese throne. The heir of John VI, Pedro I, remained in Brazil. The Portuguese Cortes demanded that Brazil return to its former status as a colony and the return of the heir to Portugal. Prince Pedro, influenced by the Rio de Janeiro Municipal Senate (Senado da Câmara), refused to return to Portugal during the Dia do Fico (January 9, 1822). Brazil declared its independence on September 7, 1822, forming the Empire of Brazil, ending 322 years of colonial dominance of Portugal over Brazil. Pedro was crowned the first emperor in Rio de Janeiro on October 12, 1822, taking the name Dom Pedro I.
Mali 2017;600f;SG?
Source:wikipedia.org/wiki/Transfer of the Portuguese Court to Brazil

FREMM FRIGATE (AQUITAINE)

About 150 Years of Military Transmissions
The stamp issued in 2017 by the French Post commemorates the 150th anniversary of military transmissions. The founding act of military transmissions was the Niel Act of 1867 establishing the first military units responsible for military telegraphy.
The visual illustrates the evolution of military transmissions from the telegraphic sappers (beginning of the optical telegraph) to the transmitters of today;
Symbolization of transmissions in the service of the 3 armies (Rafale aircraft, Leclerc tank, FRégate Européenne MultiMmission Fremm), transmissions = "the weapon that unites all weapons";
The color of the uniforms worn by the units of the "Blue" (made up of the militarized personnel from the Telegraph Administration) is the emblem of the transmissions, the sky blue.

The vessel depict on the stamp is one of the Fremm class of which many till so far have been built for the French and other navies. It is not given which frigate is depict.
The first unit was launched as the AQUITAINE.

Built as a frigate at the DCNS shipyard in Lorient for the French Navy.
2007 Laid down.
29 April 2010 launched as the AQUITAINE (D650).
Displacement standard?, full load 6,000 tons, dim. 142.2 x 20 x 5m. (draught)
Powered CODLOG with two electric motors 5MW combined and a single gas turbine 42,900 shp. Speed 28 knots.
Range by a speed of 15 knots, 11,000 km.
Armament: 1 – 76mm dual purpose gun, 3 – 20mm cannons. 16 – Aster 15 SAM missiles, 16 – Scalp naval land attack cruise missiles. 8 – MM 40 Exocet anti ship missiles. 2 – twin 324mm torpedo tubes for MU90 lightweight torpedoes.
One NI-190 NFH helicopter.
Crew 145.
23 November 2012 commissioned.

The FREMM ("European multi-purpose frigate"; French: Frégate européenne multi-mission; Italian: Fregata europea multi-missione) is a class of multi-purpose frigates designed by DCNS/Armaris and Fincantieri for the navies of France and Italy. The lead ship of the class, AQUITAINE, was commissioned in November 2012 by the French Navy. In France the class is known as the Aquitaine class, while in Italy they are known as the Bergamini class. Italy has ordered six general purpose variants and four anti-submarine variants; the last two Italian general purpose FREMMs will have anti-aircraft warfare, anti-ballistic missile and surface attack capabilities. France has ordered six anti-submarine variants, and two air-defence variants.
Background
Three original variants of the FREMM were proposed; an anti-submarine variant (ASW) and a general-purpose variant (GP) and a land-attack variant (AVT) to replace the existing classes of frigates within the French and Italian navies. A total of 27 FREMM were to be constructed - 17 for France and 10 for Italy - with additional aims to seek exports, however budget cuts and changing requirements has seen this number drop significantly for France, while the order for Italy remained invaried. The land-attack variant (AVT) was subsequently cancelled.
A third anti-air warfare variant of FREMM was proposed by DCNS in response to French requirements for a new air-defence frigate, the new variant became known as FREDA ("FREgates de Défense Aériennes", "Air defence frigate"). This new French requirement was due to the third and fourth Horizon-class frigates being cancelled after the first two cost €1,350m each, but this decision left French Navy still in-need of replacements for its ageing Cassard-class air-defence frigates.
As of 2009, the FREDA design features a more powerful version of the Herakles (radar) passive electronically scanned array radar and 32 cells of SYLVER A50 in place of the 16 cells of A43 and 16 cells of A70. The SYLVER A50 would allow it to fire the 120 kilometres (75 mi)-range Aster 30 missile; the towed array sonar would not be fitted.
At Euronaval 2012 DCNS showed a new concept called FREMM-ER for the FREDA requirement, again based on the FREMM, but specifically mentioning the ballistic missile defence mission as well as anti-air. FREMM-ER has a modified superstructure replacing Héraklès with the new Thales Sea Fire 500 radar, whose four fixed plates resemble those of the US Navy's AN/SPY-1. However unlike the Héraklès and the SPY-1 (both using passive electronically scanned array technology), the Sea Fire 500 has active electronically scanned array antennas.
France
Original plans were for 17 FREMM to replace the nine D'Estienne d'Orves-class avisos and nine anti-submarine frigates of the Tourville and Georges Leygues classes. In November 2005 France announced a contract of €3.5 billion for development and the first eight hulls, with options for nine more costing €2.95 billion split over two tranches (totaling 17).
Following the cancellation of the third and fourth of the Horizon-class frigates in 2005 on budget grounds, requirements for an air-defence derivative of the FREMM called FREDA were placed – with DCNS coming up with several proposals. Expectations were that the last two ships of the 17 FREMM planned would be built to FREDA specifications; however, by 2008 the plan was revised down to just 11 FREMM (9 ASW variants and 2 FREDA variants) at a cost of €8.75 billion (FY13, ~US$12 billion). The 11 ships would cost €670 million (~US$760m) each in FY2014, or €860m (~US$980m) including development costs.
The 2013 White Paper on Defence and National Security committed France to 15 front-line frigates, which was initially wrongly interpreted as 2 Horizons, 5 La Fayettes and a reduction in the FREMM fleet down to 8 ships. The 2014/2019 defence plan restated a target of 11 FREMMs; the current plan is to deliver six ASW variants to replace the Georges Leygues-class frigates by 2019, followed by two anti-air variants to replace the ageing Cassard-class frigates and a decision will be taken in 2016 on what version the remaining three will be. In 2014, the French Navy's Chief of Staff, Adm. Bernard Rogel, confirmed that 11 FREMM frigates had been ordered but in 2015 the order was cut to 8 in order to allow the purchase of five FTI Mid-Size frigates from 2023. The FTI will replace the La Fayette-class class, which will be fitted with a sonar as an interim measure.

https://en.wikipedia.org/wiki/FREMM_mul ... se_frigate and French Post and Internet.
French 2017 1.46 Euro sg?, scott?

Empress of China (1783)

Empress of China, also known as Chinese Queen, was a three-masted, square-rigged sailing ship of 360 tons, initially built in 1783 for service as a privateer. After the Treaty of Paris brought a formal end to the American Revolutionary War, the vessel was refitted for commercial purposes. She became the first American ship to sail from the newly independent United States to China, opening what is known today as the Old China Trade and transporting the first official representative of the American government to Canton. America began trade with China in 1784, with the Philadelphia ship the Empress of China. Popular trade goods were tea, porcelain and fabric. The Chinese were skeptical of foreign powers, and trading was restricted to certain ports, one of which was Canton. The Chinese government saw Canton as a major trading hub and felt that it needed to be controlled tightly to limit the influence of the foreigners. The actual port for Canton was called Whampoa Reach and it was about 12 miles down river from Canton. Western vessels had to anchor at Whompoa Reach and transfer their cargo to junks which transported the goods to the city for trading. The first American merchant vessel to enter Chinese waters left New York harbor on Washington's birthday, February 22, 1784. The Empress returned to New York on May 11, 1785 after a round voyage of 14 months and 24 days. The success of the voyage encouraged others to invest in further trading with China. President Washington bought a set of Chinese porcelain tableware from the ship. The ship's captain John Green (1736–1796) was a former U.S. naval officer, its two business agents (supercargos), Samuel Shaw (1754–1794) and Thomas Randall (1723–1797), were former officers in the U.S. Continental Army, and its syndicate of owners, including Robert Morris (1734–1806) were some of the richest men in the new nation. In 1986, China minted a silver 5-yuan to commemorate the voyage of the Empress. The design stamp is made after painting of Raymond-Massey: « Arrival «Empress of China» in Whampoa».
Mali 2017;420f;SG? Source:en.wikipedia.org/wiki/Empress_of_China_(1783); http://americanhistory.si.edu/collectio ... ah_1301925.
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Dal

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Dal

Postby shipstamps » Sat Jul 19, 2008 6:32 pm


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Sloop built 1934. First Polish Transatlantic yacht L27’6”.B7’4”. Poland SG2305 (SB 3/75)
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Re: Dal

Postby aukepalmhof » Tue Nov 28, 2017 8:48 pm

Dal-001.jpg
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1926 — Lt. J. Swiechowski and Lt. A. Bohomolec, Poland; Poland.
The name DAL means distance.
She is a gaff-rigged sloop carrying one headsail, and was built in Poland in 1926. The first Polish transatlantic racing yacht, she sailed from Gdynia in 1933 with Lt. J. Swiechowski of the Polish Merchant Marine and Lt. A. Bohomolec of the Polish Cavalry in her crew, bound for the Century of Progress Exhibition in Chicago. After many months, through hurricanes and adverse weather, she reached Bermuda, then worked her way up the Atlantic Coast and finally reached Chicago in 1934. She attracted much attention as she lay in the Jackson Park Lagoon. The crew returned to Poland as heroes. The yacht remained in the United States. In 1941, DAL was moved to the Museum of Science and Industry where she was displayed in an exhibit on wind power in commerce and transportation. In 1968, the exhibit was closed, and plans were in hand to dispose of DAL. When Ireneusz Gieblewicz, the son of a Baltic fisherman and recent emigrant, heard that DAL was being offered for disposition, he appealed to the Illinois Division of the Polish American Congress for help, which was readily provided. Plans were then presented to museum officials for the restoration of DAL and its return to Poland. Due to technical difficulties, the Polish Museum of America could not accept the boat and it was eventually handed over to Gieblewicz and moved to his garage in the Chicago suburbs. With the help of a few friends, and with his own money, Gieblewicz spent many months restoring DAL for its return journey to Poland. However, his financial resources were becoming exhausted. Learning of his difficulties, television journalist Tom Korzeniowski, a grand nephew of Joseph Conrad, appealed for support to the Polish National Alliance. The Alliance agreed, and with its support, DAL departed Chicago on May 3, 1980, with Gieblewicz as her skipper, bound for the Polish Maritime Museum in Gdansk, via all the ports visited an the original 1933 voyage. DAL damaged her stern and rudder when she scraped bottom on the Buffalo run. She sailed to New York City, only to be dry-docked at the Minneford Marina in City Island. Questions about her seaworthiness led to the decision to load her aboard the freighter BRONISLAW LACHOWICZ for the trip back to Poland. She arrived in the Baltic Sea Aug. 13, 1980, but was not allowed into Gdansk because of a strike there. She was laid up in a small fishing village, and was finally permitted to enter Gdansk on Sept. 16, 1980.

Sources: Polonus Philatelic Society; WP 35:27.


She lost her mast in a cyclone. She was a "star" of the Chicago World's Fair as well as a cause of disputes between consecutive owners. Laminated with plastic many years ago, she has been waiting for conservation which would restore her original design from the 1930s.

At present, Complex Jacht, a company comprised of specialists who have renovated, among others, a sailing yacht GENERAL ZARUSKI, is conducting works on a legendary yacht "DAL". The repair of "DAL" is the first large-scale conservation undertaking since 1980 when the yacht was brought to Poland. Her renovation is being conducted under the project of construction of the Shipwreck Conservation Centre in Tczew.

Great ambitions of a small yacht
In a way, the history of "DAL" defined and marked the lives of her two owners. Andrzej Bohomolec, a Polish cavalryman, dreamt about crossing the Atlantic on a small vessel. Over a decade later, Ireneusz Gieblewicz wanted to bring "DAL" to Poland. When Bohomolec was leaving Gdynia for Chicago in summer of 1933, the possibility of crossing the Atlantic on board "DAL" for many seemed quite doubtful. After all, the yacht was an 8.5 metre sloop with a 2.15 metre beam, 1.3 metre draft, around 4.5 tonne displacement and 45 square meter sail area. Andrzej Bohomolec was accompanied by Jan Witkowski and Jerzy Świechowski, instructors from a maritime yachting centre in Gdynia.

Success in Chicago
The crossing was going according to the plan until the second half o August when "DAL" was hit by a cyclone. A broken mast caused suspension of the voyage – the yacht reached the Bermudas and, upon completion of repair and ballasting works, continued her crossing on 3rd June, 1934. The goal was to present "DAL" at the Chicago World's Fair which turned out to be her great success – this small but courageous vessel was admired for completion of such a difficult voyage. In commemoration of the Atlantic crossing conducted by "DAL", it has been decided to exhibit the yacht (which was purchased from donations of the Polish diaspora in USA) on permanent basis in the post-exhibition area in Chicago.

Destruction of the symbol
For the next few years, the yacht was moored in the exhibition area, followed by a mooring in front of the Museum of Science and Industry and a transfer to the interior part of the museum. The years which followed were marked by a gradual diminishment in the role of "DAL" as a small courageous vessel. Step by step, her history and symbolic value were being forgotten in the United States. In the late 1960s, the yacht started to be an unnecessary burden which simply occupied space in the museum area. In 1967, "DAL" was subject to eviction and was transferred back to the Polish Museum in Chicago.

Repair of "DAL"
It was then decided that the yacht will go back to Poland the same way it arrived in the United States 35 years before. Ireneusz Gieblewicz, a new owner of the yacht and a yachting enthusiast, was a driving spirit of this undertaking. Before the Atlantic crossing, Gieblewicz decided to reinforce the hull by lamination. In the 1970s, polyester glass laminate was a highly popular material due to its durability, high resistance to weather conditions and light weight which made it a perfect reinforcement for a wooden hull of "DAL". Application of laminate on wood was also a much easier operation than a time-consuming and expensive conservation of the damaged hull. In addition to lamination of the hull, masts and rigging were replaced with new ones.

Yacht-related disputes
Andrzej Bohomolec was not enthusiastic about the idea of laminating the yacht and therefore, sued the new owner of "DAL". The lawsuit between her current and previous owners delayed repair works and consequently, return of the yacht to Poland. Due to the ongoing proceedings, launching preparations took seven years. Upon completion of initial trials on Lake Michigan and participation in Chicago boat show, "DAL" headed to New York. It soon became clear that lamination of the hull was not sufficient in terms of reinforcement which would guarantee an independent and safe voyage across the Atlantic. "DAL" was in poor technical condition: lack of proper conservation throughout the years as well as poor maintenance made her independent crossing to Poland impossible.

Return to Poland
"DAL" was then decided to be shipped to Europe on board BRONISLAW LACHOWICZ– first to Bremerhaven and then, on her own keel, to Gdynia through Sweden, Szczecin and Świnoujście. "DAL" reached Poland in August 1980, the period marked by important events in the history of the Polish nation. Strikes and the Gdańsk Agreement attracted all media attention and therefore, return of the yacht, which was a symbol of Polish maritime history and incredible courage of her owners, after 47 years from the United States was left unnoticed.

"DAL" in the Museum
After the Gdańsk Agreement was reached, Ireneusz Gieblewicz contacted Przemysław Smolarek, PhD, who at that time held the position of the Museum Director – "DAL" was agreed to be moored at the Polish Maritime Museum after an official welcoming ceremony in Gdynia. The yacht had been exhibited by the Crane for four years before she was placed in a boathouse of the Academic Yacht Club in Górki Zachodnie (district of Gdańsk) in winter of 1985. Towards the end of 1995, the yacht was transferred to the museum warehouses in Tczew.

In summer of 2014, under the "Shipwreck Conservation Centre combined with Studio Warehouse in Tczew" construction project, the yacht was transported to Puck. "DAL" is planned to return to Tczew as one of the main exhibition items of the newly built department of the National Maritime Museum in Gdańsk upon completion of the repair works which will restore her original design from the 1930s.

http://www.en.nmm.pl/news/new-life-of-the-yacht-DAL
Poland 1974 1z50 sg 2305, scott2039.
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