GOLDEN IRIS cruise vessel

Palmer Gate, Haifa.
The stamp features Palmer Gate Street and the port; part of a ship at the corner; and a statue of a fish with a ship on its back, Zvika Cantor's City Fish, which was erected in 2010 on the Haifa-Boston Partnership square, located on the corner of Palmer Gate and Kdoshei Baghdad Street in Haifa.

The tap shows a cruise vessel which is identified as the GOLDEN IRIS. Mr Peter Crichton has identified the warship in the background as one of the Nirit class warships of Israel.
Peter suggests that the vessel on the stamp between the buildings could be one of the Russian Ivan Franko class passenger ships. The class has been scrapped except the MARCO POLO, but the funnel colours does not match. The MARCO POLO make calls at Haifa, and the funnel could be an artist’s impression.

Holocaust survivors rose from the ashes of the crematoriums and immigrated illegally to Eretz Israel during the British Mandate period. Under terrible conditions, on crowded decks of dilapidated immigrant ships, they made their way to the Promised Land, their hearts filled with hopes and dreams.
The city of Haifa was the first thing that most Holocaust survivors saw as they approached the coastline. The bare concrete docks of the Port of Haifa were, to them, the Holy Land for which they yearned. They were part of an extremely dramatic and historic step taken by the Jewish people - the establishment of the State of Israel.
Haifa Port was the entry point into Eretz Israel. Haifa was the Jewish people's home port, both for the illegal immigrants (ma'apilim) who arrived prior to the establishment of the State and for the waves of immigrants who came after the State of Israel was established.
Gate number five, which served for years as the mythological main entrance into the Port of Haifa, was later named Palmer Gate. The road leading out from the gate is also called Palmer Gate, named for Sir Frederick Palmer, a British engineer who planned and built the Port of Haifa from 1920 to its official opening in 1933.
Palmer Gate Street is crossed by Port St. (Rehov HaNamal), which housed the administrative and commercial center of the port, and today is at the heart of the Port Campus - the academic center of Haifa's downtown area.
The Port Campus is a challenging project, which will turn an entire section of Haifa's downtown into a complex of college campuses, dormitories and modern residential buildings, as well as supporting businesses that are typical of this type of complex.
The Port Campus is very significant for the city of Haifa. The project reshapes the character and appearance of the city's downtown, rejuvenates it and restores its past glory, and constitutes a critical phase in Haifa's development.
GOLDEN IRIS.
Built as a cruise vessel under yard No 859 by Burmeister & Wain, Copenhagen for the Overseas National Airways, USA. During construction sold to Cunard Cruise Ships Ltd., Southampton.
2 December 1974 launched as the CUNARD CONQUEST, one sister the CUNARD COUNTES.
Tonnage 17,496 grt, 2,499 dwt, dim. 163,56 x 22.80 x 8.30m. (draught).
Powered by four B&W 7U50HU diesel engines, 15,447 kW, twin shafts, speed 21.5 knots.
Passenger accommodation for 947 passengers, crew 350.
30 October 1975 delivered to owners.
MS GOLDEN IRIS is a cruise ship owned and operated by the Israel-based Mano Maritime. She was built 1975 by the Burmeister & Wain shipyard in Copenhagen, Denmark for Cunard Line as MS CUNARD CONQUIST, but her interior fittings were subsequently installed at the Navali Mechaniche Affini in La Spezia, Italy. Following re-delivery from Navali Mechaniche Affini in 1977 the ship was renamed MS CUNARD PRINCESS. In 1995 the ship entered service with StarLauro Cruises (later rebranded MSC Cruises), briefly retaining her previous name before being renamed MS RHAPSODY. Later during her career with MSC Cruises the ship came to be marketed as MS MSC Rhapsody, but her official registered name remained RHAPSODY throughout her MSC career. In 2009 the ship was sold to her current owners.
Concept and construction
The ship that eventually became known as the CUNARD PRINCESS was originally one of two ships ordered by the United States-based Overseas National Airways. Unusually Hugh Hefner, the founder of Playboy, was involved in the design process of the ships, envisioning them as "floating Playboy Clubs". Order for the two ships was placed with the Burmeister & Wain shipyard in Copenhagen, Denmark. However, during construction the ships were sold to the United Kingdom-based Cunard Line. Although better known as luxury cruise operators, Cunard decided to maintain the original informal cruise concept developed for the ships by Overseas National Airways.
CUNARD CONQUEST, the second of the two sisters, was launched from dry-dock in December 1974. Instead of having the ships completed at Burmeister & Wain, Cunard decided that once the hulls of the ships were complete they would sail to the Navali Mechaniche Affini in La Spezia, Italy, where interior fittings would be installed. Therefore, following delivery to Cunard on 30 October 1975 the CUNARD CONQUEST sailed to La Spezia, where she arrived on 6 November 1975. While the ship was being fitted out Cunard decided to change her name to CUNARD PRINCESS. Following delivery to Cunard in early 1977 the ship sailed to New York City, where she was renamed by Princess Grace of Monaco.

1977-1995: CUNARD RINCESS
CUNARD PRINCESS set on her first cruise from New York City to Bermuda in April 1977, joining her elder sister MS CUNARD COUNTESS in the Caribbean cruise service after the Bermuda run. CUNARD PRINCESS sailed out of Ft Lauderdale, then after a charter to Lauro Line in 1979 she sailed a Caribbean run out of San Juan. (Ref Cunard Line Ltd written brochures.) At the time the CUNARD PRINCESS was registered in Southampton, but in 1980 she was moved to the Bahamian registry, with Nassau as her homeport. Later during her career with Cunard the ship started cruising around Europe, while the CUNARD COUNTESS remained in Caribbean service.
During the Gulf War the CUNARD PRINCESS was chartered to the United States Armed Forces Recreation Centre as a recreational facility for troops involved in the conflict. The ship arrived in Bahrain on 24 December 1990. Initially the plan was to operate the ship on three-day cruises around the Persian Gulf, but for economical reasons she was permanently moored in Bahrain instead. Following the end of her service in the Gulf War, the ship was docked at Valletta, Malta on 23 September 1991. She re-entered normal service with Cunard on 19 October 1991.
In 1993 the CUNARD PRINCESS was moved to the fleet of Cunard's newly created mid-market subsidiary Cunard Crown Cruises, joining her sister CUNARD COUNTESS and three ships chartered from EffJohn. Cunard Crown Cruises proved to be short-lived, and in 1995 the CUNARD PRINCESS was chartered to StarLauro Cruises, who were in need of a replacement for their MS ACHILLE LAURO that had sunk following a fire in 1994. Initially the CUNARD PRINCESS kept her older name in StarLauro service.
1995-2009: Rhapsody
After a short time under charter to StarLauro, the company acquired the CUNARD PRINCESS. Initially the ship was planned to be renamed HARMONY, but in the end she was renamed RHAPSODY. Coinciding with the change of ownership the ship was re-registered in Panama. Initially she was used for cruising around the Mediterranean out of Italy. Shortly after acquisition of the RHAPSODY StarLauro was rebranded as Mediterranean Shipping Cruises on 1 October 1995. Subsequently the company further rebranded themselves into MSC Cruises.
In 2001 the RHAPSODY was re-registered to Naples. On 9 April 2009 MSC Cruises sold the RHAPSODY to the Israel-based cruise operator Mano Maritime.
2009...

ELENA yacht

The yacht depict on the 1.55 Euro stamp of Monaco I believe is the ELENA by comparing the stamp with photo’s of the yacht she looks the same, but I am a merchant man and my expertise on yachts is not great, so I could been wrong.
She was built as a steel hulled replica of a famous yacht ELENA designed by Nathanael G Hereshoff under yard No 706/Y103 by Factoria Naval de Marin, Galicia, Spain, I could not find an owner.
2009 Launched as the ELENA.
Displacement 215 ton, Dim. 55.00 x 8.14 x 5.20m. (draught), length on waterline 29.60m.
Two mast, schooner rigged, total sail area 1,800 m².
Auxiliary engine one MAN V12 D2482LE, 600 hp diesel engine, speed?, bow thrusther of 70 kW.
Accommodation for 10 guests, crew 8.
When built her asking price was 8.9 million Euro, and she was sold in June 2010.

She is for charter for cruising or racing.
http://www.charterworld.com/?sub=yacht- ... elena-1839 gives on the yacht:

Sailing Yacht ELENA was ‘born to sail’ as her predecessor was, almost one hundred years earlier. This Classic will provide a thrilling experience for any keen sailors wishing to take part in any of the Mediterranean or Caribbean Classic Regattas. With her expansive decks, luxurious interior and modern facilities, ELENA is also an excellent charter yacht for those just wishing to relax and enjoy her pure elegance. Below deck, ELENA is equipped with the latest navigation and communication equipment, entertainment systems and air conditioning.

With luxurious accommodation for up to ten guests, the layout remains true to the original drawings from Herreshoff. This modern version enjoys the addition of discrete extras to ensure guests can enjoy all the modern comforts. All guest cabins are exquisitely finished with mahogany paneling, while all interior ornamental details follow the original Herreshoff designs. The en-suite bathrooms have separate showers and toilets and are finished with elegant period fittings. Ample hanging and cupboard space is built in, while each cabin has its own privately controlled air conditioning system as well as an iPod docking station with televisions available on request. Overhead skylights and portholes offer an abundance of natural light while below deck.

After following the designs of the original ELENA so meticulously, there is no doubt that the rebirth of this spectacular yacht nearly one hundred years later can only be as successful as her original namesake. Her unforgettable blend of beauty and sheer speed ensure that she will turn heads wherever she goes. ELENA truly is one of the most remarkable charter yachts available today.

Monaco 2014 1.55 Euro sg?, scott?

Source: Various internet sites.

LADY MOURA yacht

In 2013 Monaco issued two stamps which depict yachts, the Monaco Post gives by the issues: The Principality is a favoured stop for super yachts and their owners. The presence of many architecture and design firms, major brokers, shipyards and luxury brands, makes Monaco a top location for all yachting professionals.
The motor yacht on the 1.00 Euro depict is the LADY MOURA.
Built as a yacht under yard No 964 by Blohm & Voss in Germany for the Saudi Arabian businessman Nasser Al-Rashid.
1990 Launched as LADY MOURA.
Tonnage 6,359 grt, 1,500 dwt, dim. 104.85 x 19.00 x 5.40m. (draught).
Powered by two Deutz-MWM diesel engines each 6,868 hp, twin shafts, speed 20 knots.
Bow thruster.
Accommodation for 30 guests, crew 60.
Bahama flag and registration. Homeport Nassau.
LADY MOURA is a private luxury yacht. She was the ninth largest private yacht when she was launched in 1990, but has moved down the list in 2014 to number 28. She is owned by Saudi Arabian businessman, Nasser Al-Rashid.
Characteristics
Both the hull and the superstructure are made of steel. The propulsion plant consists of two KHD-MWM diesel engines, each with a power of 5050 kW (over 6700 bhp), and controllable pitch propellers producing a speed of over 20 knots. A crafty hydraulically operated system of shell ports, doors, flaps, roofs, bath platforms, gangways and cranes provide the most possible ease of operation and comfort. Even the boats, anchors, life-rafts and navigation lanterns are hidden behind covers and do not disturb the aesthetics of the yacht. Both the name and the escutcheon that can be seen at port, starboard and at stern are carved in 24 carat gold
Naval architect: Luigi Sturchio - Diana Yacht Design
Architectural Lighting Design: Maurizio Rossi Lighting Design
More information on the yacht: http://www.charterworld.com/?sub=yacht- ... moura-1889
Monaca 2013 1.00 Euro sg?, scott?
Source: Wikipedia.

400 YEARS OF THE 1st EDITION OF PEREGRINACAO

400 Years of the 1st Edition of Peregrinação

The stamp shows two ships most probably used by Pinto, the type at that time in use was mostly the carrack’s or nau’s and this vessels are most probably showed.

Four hundred years have passed since the first edition of Peregrinação (Pilgrimage), a majestic account of an extended journey to the Orient that earned Fernão Mendes Pinto, “a hero made of human flesh”, his immortality (1510-1583).
The course of history would eventually distinguish this extraordinary autobiographical book as a masterpiece of universal literature, written by a great Portuguese traveller of the 16th century who was an adventurer, a merchant, an ambassador, a mercenary, a beggar, a sailor and a pirate. And was also “held captive thirteen times and sold seventeen times (...)”.
Throughout 266 emotion-filled and adventure-packed chapters, the author describes in a fresh, spontaneous and colloquial tone the impressions of a European in contact with Asian civilisation, its peoples, traditions, cults and landscapes. At the same time, he reveals the impact of the Portuguese in the Orient, often providing the reader with critiques and satirical notes.
Earliest title of the “travel literature” genre, Peregrinação stands out for its picaresque spirit that runs through the entire work, evidenced as a clear inversion of the heroic style. Some call it an anti-epic. Showing “what miseries make up a man”, the characters lay bare all their weaknesses and fears.
This vast and complex narrative also has the merit, remarkable for that period, of gathering the two sides of Portuguese exploits in the Far East, giving an account, with realism and vivacity, of the sunny side and the dark side of voyages.
For all of these reasons, most recent scholars point out its collective meaning and its remarkable humanist value, emphasising its major importance in the raising of awareness of the Other.
The voyage of Fernão Mendes Pinto lasted for 21 years. Born into a poor family from Montemor-o-Velho, he went to Lisbon to work as a servant in 1521. Later he moved to Setúbal, from where he set off to Diu, in India, in 1537.
He visited several places in the Orient, namely India, Malacca, Sumatra, Java, China, Macau and Japan, and had the most incredible experiences, “occupations and life-threatening situations”. He returned in 1558 and settled on a farm in Pragal, in Almada, where he spent a decade writing the work that would immortalise him. He was almost 70 years old when he completed it.
Having been written years after the facts took place explains the mixture of truth and fiction, some flaws or alterations of reference, marks that led to a prolonged debate on the authenticity of the account. However, the artistic grandeur of Peregrinação eventually transcended that discussion.
Its publication only took place posthumously, in 1614, due to unknown reasons. In other words, 34 years after the manuscript had been completed. Nonetheless, there are bibliographic references to its contents as far back as 1582, proving that it was already known at that time.
The work has had great success, having been republished several times in Spain, France, England, Germany and Holland. It was, for a long time, the most read and translated Portuguese book, second only to Os Lusíadas (The Lusiads), the epic poem of Luiz de Camões.
Portugal 2014 1.00 Euro sg?, scott?
Source: Portuguese Post info

ELIYAHU GOLOMB

The first day cover features a photograph of the illegal immigration ship ELIYAHU GOLOMB docked in the port of Haifa.

Built as steel hulled cargo vessel under yard no 51 by N.V. Scheepswerf Welgelegen in Harlingen, Netherlands for the N.V. Zeevaart Mij “Groningen” in Groningen, Netherlands.
Launched as the ROTTERDAM.
Tonnage 208 gross, 161 net, dim. 32.8 x 8.62 x 10.7m.
Powered by an auxiliary 2-cyl oil engine, manufactured by D.Goedkoop. Jr., Amsterdam, 44 nhp.
Schooner rigged.
1918 Delivered to owners.

Early 1920 sold to E.L. Allain, Trinite-sur-Mer, France, not renamed, the same year already sold to Courset & Cie, Lorient, France and renamed in JOCELYN.
1923 Sold to D. Ienardi & Cie., Algiers, not renamed.
1934 Sold to Davide Zolezzi, Genoa, Italy and renamed in ALMA. The 44 nhp engine was replaced by a 6-cy Humboldt-Deutzmotor, Koln
1936 rebuilt, tonnage 304 gross, 168 net, dim. 37.9 x 7.3m.
1938 Sold to SA Armatoriale “Liburnum” Leghorn, Italy, renamed in ENRICO M.
1946 Sold to Cia Genovese di Armamento, Genoa, Italy and renamed in FENICE.
She was then chartered by the Israeli Aliyah Bet to transport Israeli emigrants from La Spezia to Israel, renamed in ELIAHU GOLOMB named after the Haganah Commander Eliahu Golomb (1893-1945).
She left La Spezia on 08 May 1946 under command of Captain Anssaldo and 339 persons bound for Israel where she arrived on 13 May.
It is one of the most well-known affairs in the illegal emigrant trade to Israel when the DOV HOZ with holocaust survivors on board was not allowed by the British Authorities to sail from La Spezia. A hunger strike was organized and published in the media around the world, which caused the British Government to let her sail together with the ELIAHU GOLOMB (see http://www.palyam.org/English/Hahapala/hf/hf_La_Spazia )
1949 Sold to C. Bonino, Genoa, she was then again named FENICE.
1952 Sold to Kesarya Marine Business Co.Ltd., Haifa, Israel and renamed BRACHA FOLD. (a source gives that she under that name two more voyages made with emigrants to Israel.)
1957 Sold to Luigi Rolandi, Savona, Italy and renamed PINELLA.
1961 Sold to Francesco Sigona, Naples, Italy. Not renamed.
1965 Sold to SpA Servizi Ausiliari, Portoferraio, Italy. Not renamed.
In the night of 29/30 November 1965 the PINELLA foundered near Bastia during heavy weather, when her cargo of cement shifted, she was on a voyage from Portoferraio to Olbia. Her crew was saved.
Israel FDC 1914.
Source: Lloyds Registers various years. http://www.miramarshipindex.org.nz and various web-sites. http://www.palyam.org/English/Hahapala/hf/hf_La_Spazia

Pirate dhow entering the river Tamarind

The stamp shows a pirate dhow entering the river Tamarind in Ile de France, (now Mauritius) the shipstamp site gives a lot of information on the dhow’s which I will not repeat.
Mauritius has its own history of pirates, treasure and secrets. Between 1685 and 1730 the Indian Ocean was alive with a thousand pirates sailing under the Jolly Roger. The pirates set up their bases in Ile de France, Reunion, Seychelles and the Comoros islands. From there they launched their attacks on vessels sailing the Indian Ocean. Famous pirate names such as John Bowen, George Booth, Henry Avery (Long Ben), Olivier Le Vasseur (La Buse) and Olivier Misson are part of the stories that include the island of Mauritius. Treasure hunting in the 1900s took place at Flic en Flac, Black River, Bel Ombre and lately Souillac.
When the British occupied the island during the Napoleons Wars, the piracy came to an end from Mauritius.
Mauritius 1972 15c sg459 scott395.
http://www.expatmauritius.com/the-basics.asp

LIMERICK

For the remembering of World War I the New Zealand post issued a set of 10 stamps and 2 miniature sheets in 2014, one of this stamps the 80c shows us the New Zealand troopship LIMERICK departing from Wellington in 1914. http://www.nzhistory.net.nz/media/photo ... roops-1914 gives the photo after which the stamp is designed.
By the stamp is given: The LIMERICK, also known as HMNZT 7, was one of ten troopships that took the NZEF, their horses and equipment to Egypt in 1914 meeting up with the Australian Imperial Forces en route.

Built as a cargo- passenger-reefer vessel under yard No 148 by Workman Clark & Co. Ltd., Belfast for the Rippingham Grange Steamship Co. Ltd., (managed by Houlder Bros & Co. Ltd.), London.
18 April 1898 launched as the RIPPINGHAM GRANGE named after an Irish county.
Tonnage 5,790 gross, dim. 128.0 (bpp.) x 16.5 m
One triple expansion steam engine, 558 nhp, one shaft, speed 11.5 knots.
Passenger accommodation for ? passengers.
08 October 1898 completed. She was built for the Australian trade.

16 March 1899 was she transferred to the Houlder Line Ltd.
1911 Chartered by the British India Steam Navigation Co, for their service between the U.K. and Queensland, Australia.
1912 Transferred to the Federal-Houlder-Shire Line consortium.
1912 Sold to the New Zealand Shipping Co., London after they bought the Federal Line, renamed LIMERICK. She was bought together with three other Houlder ships.
1913 The management was transferred to Union SS Co. of New Zealand.
When World War I broke out fitted out as a troopship with No HMNZT 7.
16 October 1914 the LIMERICK sailed from Wellington with other transports. On board the N.Z. Field Artillery Brigade, 21 Officers, Naval Transport Officer, Medical Officers, Chaplain, 495 men and 348 horses and their equipment.
The ships assembled in the King George’s Sound, Albany Western Australia and together with Australian transports she transported the First Detachment of the Australian and New Zealand Imperial Expeditionary Forces to Egypt. The convoy of 38 transports and 3 British warships and 1 Japanese cruiser the IBUKI sailed from the King George’s Sound on 1st November 1914.
The LIMERICK thereafter was not more used as troopship but returned to the liner service of the Union SS Co.
28 May 1917 on a voyage from Sydney to London with frozen meat and general cargo she was torpedoed by the German submarine U-86 in position 48 53N 9.45W about 140 miles SW of Bishop Rock. She sunk with the loss of 8 men of her crew.
New Zealand 2014 80c sg?, scott?
Source: North Star to Southern Cross by J.A. Maber . Union Fleet by Ian Farquhar. Various web-sites.
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Inanda (T&J Harrison)

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Inanda (T&J Harrison)

Postby shipstamps » Mon Jun 23, 2008 5:57 pm


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Launched 24th February 1925 by Swan Hunter and sailed on her maiden voyage from London to West Indies.
13th August 1936 the two Osborne brothers, who had earlier absconded from Britain with the fishing vessel GIRL PAT, were placed in custody by the master of Inanda and transferred to the authorities in London.
21st June 1940 she sailed on the final voyage of Harrison passenger service to West Indies.
27th Aug 1940. On return requisitioned by Admiralty as an Ocean Boarding Vessel. In September she was struck by bombs from German aircraft whilst fitting out in Royal Albert Dock, London.
She was refloated and taken over by UK government and rebuilt as a cargo vessel.
11th Feb 1942 registered under the ownership of the Ministry of War Transport and renamed EMPIRE EXPLORER.
8yh July 1942 torpedoed by German submarine U575 on passage from Demerara to Barbados. Hit by a second torpedo and then the Uboat shelled her until she sank.
Only 3 of the 71 crew were reported missing.
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Re: Inanda (T&J Harrison)

Postby D. v. Nieuwenhuijzen » Fri Feb 28, 2014 8:46 pm

inanda.jpg
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Built in 1925 by Swan, Hunter & Wigham Richardson Ltd., Newcastle upon Tyne for Charente Steamship Co Ltd. (operated by T & J Harrison Ltd.)
Cargo/passenger ship, Gt:5985, Nt:3746, Dw:6900, L:124,05m. (407’) B:15,90m. (52’2”) D:8,66m. (28’5”) draught:7,80m. (25’7¼”) Wallsend Slipway Co. Ltd. quadruple expansion steam engine:606 nhp. 13 kn. passengers:100, crew:130.

Inanda was launched on 24 February 1925 and was completed in May. She was built for the Charente Steamship Co Ltd and placed under the management of T & J Harrison Ltd. Her port of registry was Liverpool. She was allocated the United Kingdom Official Number 137410 and Code Letters KSNF. On 3 February 1932, Inanda was on a voyage from London to the West Indies when she suffered a broken propellor. She put into Swansea, Glamorgan for repairs.Following the changes to Code Letters in 1934, Inanda was allocated GLMB.
Inanda was a member of Covnoy OA 7, which departed from Southend, Essex on 19 September 1939 and dispersed at sea on 22 September. She was bound for Antigua, where she arrived on 3 October. She departed that day and sailed to Saint Kitts, arriving later that day. On 4 October, Inanda sailed for Grenada arriving on 6 October and departing that day for Trinidad, where she arrived the next day. On 9 October, she sailed for Demarara, British Guiana, arriving the next day and departing on 14 October for Trinidad, where she arrived on 15 October. Departing on 20 October, Saint Vincent and Grenada were visited before Inanda arrived at Saint Lucia, from where she sailed on 25 October for Halifax, Nova Scotia, Canada. She arrived on 2 November, sailing on 8 November as a member of Convoy HXF 8, which arrived at Dover, Kent, United Kingdom on 21 November. Inanda was carrying general cargo, rum and sugar. She then sailed to Southend to join Convoy FN 46, which departed on 1 December and arrived at Methil, Fife the next day. She left the convoy at Middlesbrough, Yorkshire on 2 December.
Inanda sailed from Middlesbrough on 11 December to join Convoy FS 53, which had sailed from Methil that day and arrived at Southend on 12 December. She then joined Convoy OA 53, which sailed on 14 December and dispersed at sea on 16 December. She was carrying a cargo of sulphite as well as a number of passengers and her captain was the convoy's Vice Commodore. Inanda was bound for Demerara, which was reached on 9 January 1940 via Barbados and Trinidad. She departed on 13 January for Montserrat, from where she sailed on 15 January for Trinidad. She departed on 16 January for Galveston, Texas, United States, arriving on 22 January and sailing on 3 February for Halifax, where she arrived on 13 February. Inanda was a member of Convoy HX 20, which departed on 16 February and arrived at Liverpool on 4 March. She was carrying general cargo.
Inanda departed from Liverpool on 29 March as a member of Convoy OB 119, which dispersed at sea on 1 April. She was performing the rôle of a convoy rescue ship and sailed to London after the convoy had dispersed. She then sailed to Southend, from where she departed on 8 April as a member of Convoy OA 125G, which formed Convoy OG 25 on 10 April. Inanda was carrying general cargo bound for Antigua, arriving on 24 April and sailing that day for Saint Kitts, where she arrived on 24 April. She sailed the next day for Saint Lucia, from where she departed on 26 April for Grenada, arriving on 29 April. She spent the next few weeks sailing around the West Indies, arriving at Bermuda on 20 May. Carrying general cargo, Inanda was a member of Convoy BHX 64, which departed on 7 August and joined with convoy HX 64 on 12 August. Convoy HX 64 departed from Halifax on 8 August and arrived at Liverpool on 23 August. Inanda was bound for London, which was reached by leaving the convoy and sailing to the Methil Roads, where she arrived on 24 August. She then joined Convoy FS 262, which departed on 25 August and arrived at Southend on 27 August.
Inanda was then hired by the Royal Navy for use as an ocean boarding vessel. On 7 September, she was berthed at London Docks when she was sunk in an air raid.
She was salvaged and rebuilt as a cargo ship, Inanda was renamed Empire Explorer, she was passed to the MoWT and placed under the management of T & J Harrison Ltd. Her port of registry was changed to London although she retained the Code Letters GLMB.
Empire Explorer was a member of Convoy FN 632, which departed from Southend on 15 February 1942 and arrived at Methil two days later. She left the convoy at the Tyne on 16 February, to load general cargo. She sailed four days later to join Convoy FN 636, which had departed from Southend on 19 February and arrived at Methil on 21 February. She then joined Convoy EN 50, which departed the next day and arrived at Oban, Argyllshire on 23 February. She left the convoy at Loch Ewe and sailed to Saint Kitts, arriving on 17 March. Empire Explorer spent the next five weeks sailing around the West Indies, arriving at the Cape Verde Islands on 20 April and sailing two days later for Halifax, where she arrived on 30 April. She joined Convoy HX 188, which departed on 3 May and arrived at Liverpool on 15 May. She was carrying general cargo, sugar and 38 bags of mail. She left the convoy at the Clyde, arriving on 15 May.
Empire Explorer sailed on 1 June to join Convoy OS 30, which departed from Liverpool that day and arrived at Freetown, Sierra Leone on 19 June. She was in ballast and armed with a 4-inch or 4.7-inch gun, eight machine guns and a number of kites. She was stated to be bound for George, South Africa. She arrived at Demerara on 21 June, sailing nine days later for Trinidad, where she arrived on 1 July. Empire Explorer sailed from Trinidad on 8 July, carrying 200 bags of mail, 1,000 long tons (1,000 t) of pitch and 4,000 long tons (4,100 t) of sugar and bound for Barbados. At 02:47 German time on 9 July, Empire Explorer was torpedoed, shelled and sunk at
11°40′N 60°55’W. by the U-575, which was in the command of Günther Heydemann. Of her 70 crew and 8 DEMS gunners, three crew were killed. The survivors were rescued by HMS MTB 337 and landed at Tobago.
(Barbados 1994, 70 c. StG.1033; St. Kitts 1990, 40 c. StG.316)
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