SHIP STAMP SOCIETY

SHIP STAMP SOCIETY

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AL MANSUR (B2) patrol craft

Built as a fast patrol craft under yard No 387 by Brooke Marine, Lowestoft, U.K. for the Oman Navy.
Launched as the AL MANSUR (B2) five sisters.
Displacement 135 ton standard, 153 full load, dim. 37.5 x 6.9 x 1.7m. (draught)
Powered by two diesel engines, 4,800 bhp., twin shafts, speed 27 knots.
Armament: Two MM38 Exocet SSM launchers, 2 – 40mm guns, 1 – 76mm gun and 1 – 20mm gun.
Crew 27.
26 March 1973 completed.

1977/78 Modernized by Brooke Marine, Lowestoft.
2015 I can’t find when decommissioned but she is not more in service.

Oman 1980 150b sg 235, scott?
Source: Fast Attack Craft by Bernard Ireland. Internet.

BT GLOBAL CHALLENGE yacht

The 15 fd stamp of Djibouti issued in 2000 shows us a sailing yacht with the inscription “BT Global Challenge”, I could not find a yacht with this name and after finding the web-site http://www.seachallenge.com/index.html which shows the same yacht with the logo on the bow as depict on the stamp, the only photo I could find on the net of the yacht. Not a name is given but she is one of the “Challenge 67 class” of which 14 were built for the BT Global Challenge 1996/7.
One the site is given a volunteer woman crewmember Jan Giffen who got training on the TOSHIBA II ex THOSIBA (1) most probably this yacht is depict. She was built in 1992 and renamed TOSHIBA II in 1996.
The 14 Challenge class yacht have the following details:
All 14 were built by Pendennis Plus (ex Devonport Yachts Ltd.) and designed by David Thomas and Thanos Condylis.
Steel hulled.
Displacement 40 tons, dim. 20.42 x 5.26 x 2.82m. (draught)
Keel weight 12 tons.
Sail area maximum 441 square meter
Fitted out with an auxiliary Perkins diesel, 130 hp.
Accommodation for 14 persons in six cabins.
Wikipedia has the following on this race:
BT Global Challenge 1996/7
An expanded fleet of 14 Challenge 67 yachts set out from Southampton in driving rain and gales. Again rigging problems struck in the Southern Ocean and CONCERT was dismasted. Skipper Chris Tibbs and crew made a jury rig and motorsailed to Wellington, New Zealand. CONCERT was re-rigged in time to start leg 3 from Wellington to Sydney and was 2nd on the Sydney to Cape Town leg. Yacht PAUSE TO REMEMBER, skippered by Tom O'Connor, suffered a snapped boom half way between Sydney and Cape Town. There seemed no choice but to fly their trysail until crewmembers Graham Phelp and Matthew Reeves took on the challenge of trying to repair it by using a cut out section as a splint. Two days later a shortened boom emerged from below decks and was successfully attached to the mast. Three weeks later and having suffered several storms with wind speeds in excess of 50 kn (93 km/h), PAUSE TO REMEMBER sailed into Cape Town, with boom still intact.
This race featured an extra leg to Boston and a crew of disabled men and women took part on TIME & TIDE the first to sail round the world.
Mike Golding dominated, winning five out of six legs in GROUP 4 with Andy Hindley winning the remaining leg in SAVE THE CHILDREN. Three skippers had graduated from being crew volunteers four years earlier: Andy Hindley; Mark Lodge; and Simon Walker, all of whom appeared in the top five placings. Simon Walker went on to become Managing Director of Challenge Business, helping to organise the 2000/1 and 2004/5 Global Challenges.
2015 Could not find what has happened with this class of yachts, but most probably she are still around somewhere.

Djibouti 2000 15 fd sg?, scott?
https://en.wikipedia.org/wiki/Global_Ch ... e_1992.2F3

USS LCI(G)-516 landing craft

70th Anniversary of Liberation
As any Islander knows, you can't wander far in Guernsey without coming across its war defences, which act as a stark reminder of the harsh attacks its occupants suffered during World War Two. The first raid, when the island was attacked by air, occurred on June 28, 1940, killing 33 islanders and injuring a further 67.
Thankfully, around 4,000 people - mainly children - had been evacuated in the months before the attack.
The German Occupation began two days later, on June 30, and lasted for almost five years later, when the island was finally liberated on May 9 1945.
This year, which is the 70th anniversary of Liberation, is set to be the biggest celebration in years with a parade including 135 pre-1946 European military vehicles and vintage cars, tractors and motorcycles. Other events including a trilogy of films about the occupation made in Guernsey will be screened at the Town Church.
And Dawn Gallienne, head of philatelic at Guernsey Post, believes it’s really important to commemorate the closure of one of the most difficult periods in the island’s recent history.

On the stamp for postage of a large letter is depict the USS landing craft USS LCI (G)-516.
Built by the New Jersey Shipbuilding Corp., Barber, N.J. for the USA Navy.
09 November 1943 laid down.
08 December 1943 launched as the USS LCI(L)-516
Displacement 246 ton light, 419 ton loaded. Dim. 158.5 x 23.3ft, with a maximum draught when loaded 5.11ft.
Powered by two sets of four GM diesel engines, 1,600 bhp, twin shafts, variable pitch propellers, speed 14 knots.
Endurance by a speed of 12 knots, 4,000 mile.
Armament: 5 – 20mm guns.
Cargo capacity 75 tons, troop capacity 188 men.
Crew 4 officers and 24 enlisted.
11 December 1943 completed. Built in a little more as one month.
During World War II assigned to the Europe-Africa-Middle East Theater.
Took part in the invasion of Normandy from 6 to 25 June 1944.This landing craft were assembled on the south coast of England in various ports.
Took part in the invasion Southern France from 15 August to 18 September 1944.
08 May 1945 took part in the invasion and liberation of Guernsey
15 July 1945 was she reclassified in a Landing Craft Infantry (Gunboat) LCI(G)-516.
1946 Struck from the Naval Register.
26 February 1947 transferred to the US Army.
Fate unknown.

Guernsey 2015 ? sg?, scott?

Source: http://www.navsource.org/archives/10/15/150516.htm Guernsey Post

LARK and BOGOTA

LARK: Can’t find the builder or year when built, the following comes from Log Book volume 14 page 200.
In 1864 the brig LARK ran into a hurricane near the island and became wrecked on the coast. She is said to have been a smuggler and Confederate privateer, and to have had money, in gold and notes, to a value of £35,000 in a heavy chest which her commander, Captain H. Summers, and her First Mate, named HENDERSON, hid ashore. It is said that sometimes afterwards Captain Summers died and that Henderson, apparently then back in the USA managed to find enough money to charter a vessel called the ROVER in which he returned to Tristan da Cunha and dug up the treasure.
What afterwards happened is given in an article in the New Zealand Herald of 11 November 1899.
http://paperspast.natlib.govt.nz/cgi-bi ... 11.2.51.16

BOGOTA: Built as an iron ship in Preston, U.K. for Blythe & Co., Liverpool.
Launched as BOGOTA.
Tonnage 383 ton, dim. 135 x 25 x 17.6ft.
Under command of Captain Jones she got on fire on a voyage from Liverpool to? in April 1869 off Tristan da Cunha and was lost.

Tristan da Cunha 1985 60p sg MS389.
Source: Log Book and Lloyds Registry.

OLYMPIA and CZARINA

The OLYMPIA difficult to find some details on her, given in Log Book that she was a German vessel from Hamburg, by looking in American and Lloyds Registers the only German OLYMPIA I could find was built in 1857 at Brake, Germany.
Tonnage 608 ton and dimensions 142.6 x 30.6ft.
Barque rigged, the photo shows a brigantine rigged vessel.
Of her voyages also not much found, in 1859 she made a voyage from Hannover (most probably most of the emigrants were coming from Hannover which is very far inland and the departure port was Hamburg) to Melbourne with emigrants. At that time she was under command of Captain A. Tobias and owned by C.A.H. Tobias & Co., Brake, Germany. Most probably the captain was the owner.
I could not find anything more on the vessel than what is given that she was abandoned near the coast of Tristan da Cunha after springing a leak in 1872, the crew reached Tristan da Cunha in open boats and were taken on board of a passing ship a few days later.

Tristan da Cunha 1985 60p sgMS389. The photo is believed the OLYMPIA.

The CESARENA P or CZARINA another wreck on this MS was an Italian ship of which I have not any info on, she was on a voyage from Leghorn to Bombay when she runs ashore on the west coast of Tristan da Cunha in December1872.

ATKA icebreaker

I got this cover in my possession which carried a 3d stamp of the Ross Dependencies, the stamp attached depict HMS EREBUS. The cover is dated 29 November 1965 and carried by USS ATKA, an interesting icebreaker not only was she sailing under USA flag but also for 5 years under the flag of the Soviet Union. There are a lot of covers for this icebreaker for sale on the net, but most with an American stamp attached.

Built as an icebreaker under yard No 142 by Western Pipe & Steel Company for the USA Navy.
20 July 1942 laid down.
08 March 1943 launched as the USCGC SOUTHWIND (WAG-280).
Displacement 6,515 tons, dim. 82 x 19.4 x 7.85m (draught). Length bpp. 76.2m.
Powered diesel electric by 6 Fairbanks-Morse model 8 1/8OP, 10 Cyl. engines each 2,000 shp, each engine driving a Westinghouse DC electric generator. Two Westinghouse Electric DC electric motors driving the two aft propellers, 1 x 3000 shp Westinghouse DC electric motor driving the detachable and seldom used bow propeller. Speed 13.4 knots. Range 32,485 miles by a speed of 11.6 knots.
When built she carried a armament: 4 – 5 inch twin mounts guns, 6 = 20mm single mounts guns, 2 – depth charge tracks, 6 – “K” guns, 1 Hedgehog, M2 Browning MG’s. and small arms.
Carried 1 Grumman J2F Seaplane or 2 helicopters.
Crew 219.
15 July 1944 commissioned, building cost $9,880,037.00.
The "Wind" Class final design--modelled after the Swedish icebreaker YMER --was prepared by Gibbs & Cox of New York after initial design work by LCDR Edward Thiele, USCG (later the Coast Guard's Engineer-in-Chief) who had obtained details of foreign icebreakers while vacationing in Europe before the war. The Wind- class of icebreakers measured 269 feet in length, 63’6” in beam and displaced 6,500 tons. The Coast Guard contracted for five vessels of the class in November 1941 to fulfil the need to access military bases in Greenland that would be inaccessible during most of the year without the use of heavy icebreakers. Eventually, the Coast Guard operated seven Wind- class icebreakers.
The design of the vessels included a bow propeller used to clear the hull from ice and dredge broken ice forward. The bow propeller was not typically used as a means for propulsion unless the vessel needed to back out of surrounding ice. The vessels also had a diesel electric power-plant, the most compact, economical, and powerful propulsion system available at the time. Additionally, while the diesels provide the power supply, there was a division between these diesels and the motors, which supplied power to the shafts. The rotating electric motors could handle the shocks and extreme power- to- speed ratios necessary for ice operations.
The close spaced frames and careful design of the trusses and planting, along with the thick, welded hull plating made the hulls of the Wind- class unprecedented in strength and structural integrity. The hull also had compressed cork insulation, strengthened steering apparatus, and a padded notch at the stern to nestle the bow of any vessel being towed through ice. Also the design included fore, aft, and side heeling tanks with pumps to aid in water movement within the vessel to rock the ship free from ice build-up. The specifications for construction were so extensive that the Western Pipe and Steel Company of Los Angeles was the only builder to submit a bid. They were originally designed to be equipped with a fixed wing amphibious aircraft.
________________________________________
Cutter History:
USS SOUTWIND CG, was laid down under yard No 142 on 20 July 1942 at San Pedro, California, by the Western Pipe & Steel Company. She was launched on 8 March 1943 and was sponsored by Mrs. Ona Jones. SOUTWIND was commissioned by the Coast Guard on 15 July 1944 under the command of CDR R. M. Hoyle, USCG. She was initially assigned to CINCLANT and was home-ported in Boston, Massachusetts. After a brief period of service along the coast of Greenland where she assisted her sister-ship EASTWIND in capturing German weather teams, including the German supply trawler EXTERNSTEINE, the icebreaker was transferred to the Soviet Union under the terms of lend-lease on 25 March 1945 at Tacoma, Washington. On that date, the SOUTHWIND’s commanding officer, CAPT Richard M. Hoyle, USCG, turned over control of the vessel over to CDR A. M. Khokhlov, USSRN, who was the designated Soviet representative. Renamed ADMIRAL MAKAROV (a famous Russian mariner and naval architect who is recognized as the father of the modern icebreaker) by the Soviets, she came under command of Captain Mikhail Markov Gavrilovic with a crew of 254, the ship operated in the Russian merchant marine, managed by Far Eastern Shipping Company for four-and-one-half years before the Soviet Union returned her to the United States at Yokosuka, Japan, on 28 December 1949.
The vessel was repaired at Yokosuka and, on 28 April 1950, renamed USS ATKA (AGB-3). She was commissioned at Yokosuka by the United States Navy on 1 October 1950 and got underway four days later for the New England coast. Upon her arrival at Boston, ATKA entered the naval shipyard there for a thorough overhaul and modernization. The work was completed late in May 1951, and ATKA began operations from Boston in July.
Throughout her career in the U.S. Navy, the icebreaker followed a routine established by the changing seasons. In the late spring, she would set sail for either the northern or southern Polar Regions to resupply American and Canadian air bases and weather and radar stations. In early fall, she would return to Boston for upkeep and repairs. In the winter, the ship would sail various routes in the North Atlantic to gather weather data before returning to Boston in early spring for repairs and preparation for her annual polar expedition. The ship often carried civilian scientists who plotted data on ocean currents and ocean water characteristics. They also assembled hydrographic data on the poorly charted Polar Regions. ATKA was also involved in numerous tests of cold weather equipment and survival techniques.
She was placed out of commission on 31 October 1966 and transferred back to the Coast Guard, where she was redesignated WAGB-280. Her name was struck from the Navy list on 1 November 1966. During her years as the ATKA, she made a total of 19 trips into Arctic waters and nine extensive voyages to Antarctica.
USCGC ATKA was commissioned in the Coast Guard at Boston on 31 October 1966. She then departed Boston for her new home port of Baltimore, Maryland. On behalf of her crew, and at their unanimous request, the cutter's new commanding officer, CAPT Sumner R. Dolber asked the Commandant if they could rename the ship SOUTHWIND. The request was granted early in 1967. In the Northern Hemisphere summer of 1967, SOUTHWIND participated in Arctic East 1967 during which she served as an escort and supply vessel along both coasts of Greenland. On 30 July she helped locate and repair submarine cables 600 miles above the Arctic Circle.
She departed Baltimore on 16 November 1967 for a five-and-a-half month deployment in support of Operation Deep Freeze 1968. For this trip she carried quite a few Navy personnel. She embarked 33 personnel of CBU-201 (Navy Construction Battalion--Seabees) at Punta Arenas, Chile. Already aboard were two Navy HC-4 helicopters and their crews which embarked the icebreaker at Norfolk, Virginia. The Seabee personnel were transported to Anvers Island where they were scheduled to construct a scientific station that was to be named Palmer Station II. The new station was completed and dedicated on 20 March 1968. While heading home the following day, as she departed Arthur Harbor, she impaled her hull on an uncharted granite "spike" which breeched her hull and caused flooding. Divers went overboard to check the hull,...
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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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