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.
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A free sample of Log Book is available on request.

La GRANDE HERMINE trawler 1985

Saint Pierre et Miquelon issued in 2016 an stamp which depict another trawler with the name La GRANDE HERMINE.
She was built as a stern-factory trawler under yard No 1325 by Ateliers et Chantiers de la Manche at Dieppe, France for Compagnie des Péches Saint-Malo, France.
30 March 1985 launched as the GRANDE HERMINE.
Tonnage 987 grt, 391 net, dim. 61.5 x 15.0 x 5.4m. Length bpp. 54.43m, draught 5.35m.
Powered by one 6-cyl. Sulzer diesel engine 2,700 hp ( 1,987 kW), one shaft, speed 14.3 knots, Controllable pitch propeller.
Crew 30
23 September 1985 delivered to owners, registry port Saint Malo.

Built for the fishing in the North Atlantic waters for haddock and cod. When fishing in the waters of St Pierre et Miquelon and the Grand Banks she is based in St Pierre.
2016 In service, same name and owners, IMO No 8407175.

St Pierre et Miquelon 2016 1.10 Euro sg?, scott?
Source: http://www.miramarshipindex.org.nz Bureau Veritas

ELIZABETH 1577

ELIZABETH: She was one of the ships of Francis Drake expedition to the Pacific, which sailed from Plymouth on 13 December 1577.
Were built unknown, tonnage 80 tons burthen, 16 guns and under command of Captain John Winter who was the second in command of the fleet.
The voyage is well known, and I will not repeat it.
After passing the Strait of Magellan on 8 October 1578 the ELIZABETH in a strong gale lost contact with the GOLDEN HIND and Captain de Winter decided to return back to England, thinking that the GOLDEN HIND had sunk.
02 June 1579 she arrived back in Plymouth, with part of the loot they had made on the voyage.
Fate unknown.

British Virgin Islands 1997 40c sg983, scott876h

MARIA or MARY

Not much is known of the MARY which is given on the stamp as MARIA, only that it was a Spanish ship, some sources give a Portuguese ship.
While in the Cape Verde Islands, the fleet captured six Spanish ships, including the SANTA MARIA, which contained the Portuguese pilot Nuňo da Silva who knew the waters of the Pacific. His ship was renamed the MARY and put under command of Thomas Doughty, a gentleman adventurer aboard
Most of the captured ships Drake get rid of, but the SANTA MARY joined his fleet. On the Argentinian coast during a storm she lost contact with the fleet, later she joined the fleet again but it was found that she was severe damaged in the storm and her hull was rotten. Drake decided to destroy her before she were passing the Strait of Magellan.

Source: Various internet sites.
British Virgin Islands 1997 40c sg984, scott876i.

SWAN 1577

Of the SWAN not much I known, there were two ships with the name SWAN used by Drake and the sources sometimes mix up the two. .
Drake used a SWAN (1) on his early expeditions to the West Indies, so far not depict on a stamp.
He made two voyages to the West Indies, in 1570 and 1571, of which little is known, the vessel used was the SWAN (1) a flyboat of 50 tons. https://en.wikipedia.org/wiki/Flyboat
In 1572, he embarked on his first major independent enterprise. He planned an attack on the Isthmus of Panama, known to the Spanish as Tierra Firme and the English as the Spanish Main. This was the point at which the silver and gold treasure of Peru had to be landed and sent overland to the Caribbean Sea, where galleons from Spain would pick it up at the town of Nombre de Dios. Drake left Plymouth on 24 May 1572, with a crew of 73 men in two small vessels, the PASCHA (70 tons) and the SWAN (1) (25 tons? ), to capture Nombre de Dios.
His first raid was late in July 1572. Drake and his men captured the town and its treasure. When his men noticed that Drake was bleeding profusely from a wound, they insisted on withdrawing to save his life and left the treasure. He recovered but did not have sufficient men to crew both ships and three pinnaces, he decided to abandon the SWAN (1), she was set on fire.
Drake marauding for almost one year the coast of Panama before he sailed home with his loot, Arrived Plymouth 09 August 1573.

SWAN (2) depict on the British Virgin Island stamp. Where and when built I could not find.
It is given she was a flyboat of 25 ton, armed with 5 guns. And she sailed with Drake’s fleet on 15 November 1577 from Plymouth under command of John Chester.
She was abandoned due to not sufficient men to man the other ships of the fleet at Puerto San Julián, Patagonia on 17 August 1578. Other sources give that she was broken up on the coast of Argentina, and her useable parts divided across the other ships of the fleet.

British Virgin Islands 1887 40c sg981, scott876f.
Source: https://en.wikipedia.org/wiki/Francis_Drake

Fishing in Barbados

This set issued by Barbados in 1991 of four stamps shows us “Fishing in Barbados”
1) 5c The afterdeck of a fishing vessel with boxes of fish catched that day. Watercraft on stamps II, ATA Handbook 156 gives that she is the ERICA.
2) 50c Catching of a fish by a line.
3) 75c Cleaning of fish, with in the background an open fishing boat.
4) $2.50 Weighing of a swordfish, with in the background a fishing launch.

Barbados 1991 5c/$2.50 sg 952/55, scott799/802.

ROYNDIN FRIOA

Faroe Islands issued one stamp in 2016 which shows us Nólsoyar Páll with behind him a square sail on a mast, most probably not belonging to the ROYNDIN FRIOA, she was as given rigged as a schooner but more a sail of a Viking ship. By the stamp is given:

How is a national hero created?
These are semi-mythical figures whose names are imprinted in the national consciousness and apparently survive changing tastes and political currents quite effortlessly. If you ask a Faroese whom he considers to be the national hero of our small island nation, the answer will almost certainly be: Nólsoyar Páll. And the reason is like winning the lottery - he was the right man at the right time, intelligent, combative and stubborn - along with the paradoxical fact that his worldview, ideas and behaviour were completely and utterly Unfaroese - at least in the eyes of his contemporaries.
Out into the big world
Poul Poulsen Nolsøe was born in 1766. In the following year a Copenhagen merchant, Niels Ryberg, built a transit warehouse in Torshavn to avoid trade restrictions imposed because of the American Revolution and the war between England and France. Ryberg‘s trade opened the door to the outside world in a society that had largely remained stagnant since the Middle Ages, dominated by monopolistic trade practices which severely affected growth and development in the country. In a twenty-year period ships arrived in the Faroes from all corners of the world and this was bound to make its mark on the population. It suddenly became possible to be concerned with things other than mere subsistence agriculture, coastal fishing and the hunting of birds and pilot whales.
It was in this time of prosperity that Poul Nolsøe grew up. He received good education, studied navigation and eventually became a seaman. After a few years of sailing on the route between the Faroe Islands and Denmark, he went ahead and sailed across the seas for some years, serving for instance as an officer on Danish and American ships. In 1798 Nolsøe appeared again as a mate, and later captain, on monopoly vessels. He got married and had a daughter, but his young wife died just a few years later. The following year he married again and settled down as a farmer in Biskupsstøð, in what is now the town of Klaksvík. At that time, the Ryberg era was over and the Faroe Islands were slowly descending into the pre-1767 condition.
ROYNDIN FRIOA
It goes without saying that an active and well-travelled man like Poul Nolsøe found it hard to adapt to the sluggish way of life as a farmer in a stagnant society. He quickly joined the company of like-minded people who wanted free trade, free access to foreign market, free enterprise and community growth. Together with two of his companions, Nolsøe wanted to purchase a vessel for freight and fishing. They were, however, unable to obtain loans for the purchase, so instead in 1804 they bought the wreck of a ship that had run aground at Hvalba in Suðuroy.
The wreckage was transported to Vágur where Poul and his brothers built a small ship in record time. It was 14.5 m long, 4.4 m wide and about 2.5 m deep. August 6th saw the launching of the first ship built in the Faroes since the Middle Ages. It was named ROYNDIN FRIDA (The Lovely Experiment) and that same month they did some exploratory fishing in Faroese waters. An eyewitness report in 1805 states that ROYNDIN FRIOA had been rigged as a schooner, and was in other respects “a masterpiece.”
Travels and Struggle with Officialdom
The launching of ROYNDIN FRIOA proved to be the inception of a bitter and turbulent dispute between Poul Nolsøe and his like-minded compatriots on one hand and government officials on the other. The Royal Trade Monopoly enjoyed exclusive rights to import indispensable items as well as the rights to export goods specified in the tariff list. In 1805 Poul Nolsøe made two trips with ROYNDIN FRIOA, the first to Bergen carrying Faroese coal and the other to Copenhagen, also with a coal cargo. Due to the import restrictions they did not bring any cargo back to the Faroes.
At the end of spring fishing season the following year Nolsøe went on an actual trading trip. He would bring woollen sweaters, dried fish and cod-liver oil since these goods were not covered by the tariff list. Officials in Torshavn dispatched a letter of protest to the Danish authorities – forbidding him to bring any goods back home. Nolsøe protested and sought permission to bring freight home for his own account. He received a partial promise to do this, but time dragged on and he was in a hurry to return home for the summer fishing season. Finally he refused to wait any longer. He bought goods, declared them as freight to Kristiansand in Norway and set out to sea. The Danish authorities realized that he had provided wrong information and a message was dispatched to the Faroe Islands to the effect that the cargo of ROYNDIN FRIOA should be seized and Nolsøe brought before a court of law.
This was the beginning of a bizarre and protracted litigation. It was difficult for the officials to appear convincing, since they themselves were involved in various semi-corrupt side affairs - and moreover were unable to prove that Nolsøe was a smuggler. He himself claimed that the goods had been transferred to a Swedish vessel on the open sea. In the end Nolsøe was convicted of breaking quarantine rules. He was fined 735 dollars for selling goods on the high seas but acquitted of black market trading.
The authorities had not heard the last from Poul Nolsøe. He was an excellent poet – and in the winter of 1806-07 he wrote the brilliant libellous verse “Fuglakvæðið” (Poem of Birds) where he exposes his opponents, the officials, as rapacious birds of prey terrorizing and exploiting the country’s peaceful bird population.
In June 1807 Poul Nolsøe sailed back to Copenhagen with a delegation wishing to apply for a trial period of free trade, negotiate fairer prices and more advantageous terms and conditions. These were troubled times. The war between France and England had entered a new phase and Denmark’s neutrality was threatened. Crown Prince Frederik (later Frederik VI) who ruled on behalf of his insane father was staying in Kiel in Holstein. The four Faroese delegates travelled to Kiel to submit their petition.
Crown Prince Frederik was much more accommodating than the treasury and the chancellery of commerce. He ordered that the seized goods be returned and the ship provided with freight to bring back home to the Faroes. Things looked promising for Poul Nolsøe and his delegation, but time dragged on. The crisis between Denmark and England deteriorated. In July the British sent a large naval and invasion force into the Baltic Sea to force Denmark to surrender its fleet which the British feared would end up in the hands of Napoleon. Despite intense negotiations, England sent forces ashore, besieged Copenhagen and bombarded the city until it surrendered and turned in all of the country’s naval ships.
This humiliating treatment resulted in Denmark siding with the French in the war which would have disastrous consequences for the Faroe Islands. After the surrender, Nolsøe sought permission from the British admiral to sail back to the Faroe Islands with a cargo of grain. ROYNDIN FRIOA came back home in early October and the grain was unloaded in Suðuroy.
Nine months passed until the next ship arrived with grain supplies. Conditions deteriorated in the Faroe Islands, pirates ravaged the islands, pursuing cargo ships from Denmark. Despite the obvious hardships, Governor Løbner would not allow ROYNDIN FRIOA to sail with cargo. Instead he wanted Poul Nolsøe to sail to Norway or Denmark bringing intelligence from the Faroes. During the first half of 1808, two English pirates caused havoc in the Faroe Islands and Governor Løbner had to surrender the garrison without...
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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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