Interested in Ships and Stamps? The Ship Stamp Society is an international society and publishes it’s journal, Log Book, six time a year. Full membership includes receiving Log Book by post, but there is an online membership costing just £12pa.
Full details can be found on our web site at where you can also join and pay your chosen subscription through Paypal or by cheque.
A free sample of Log Book is available on request.

Archimedes (Steamer) 1846

So few info about this steamer. She was listed as having a certificate dated 15 Aug 1846 (doubtful). She was built for Elbe-Humber D.G., Hamburg, Germany. Tonnage; 263, lenght; 45,47 m, beam; 7 m, draft; 3,6 m. Single screw.

She was rebuilt in 1852. On 24 Jul 1858, she was sold to H.J.Perlbach & Co., Hamburg, Germany.

She grounded on the Dutch coasts in Mar 1864 and was lost.

The stamp desing is based on an 1859 painting by Lorenz Peterson.

Paraguay 1984, S.G.?, Scott: 2122c.

Source: Seeschiffs-Verzeichnis der Hamburger Reedereien 1824-1888, Vols. 1 & 2 by H.G. Hermann

Mutsu IJN (Dreadnought Battleship) 1921

Mutsu, named after Mutsu Province, was a dreadnought battleship built for the Imperial Japanese Navy (IJN) at the end of World War I. She was the second ship of the Nagato class. In 1923, a year after commissioning, she carried supplies for the survivors of the Great Kantō earthquake. The ship was modernized in 1934–36 with improvements to her armor and machinery, and a rebuilt superstructure in the pagoda mast style.

Other than participating in the Battle of Midway and the Battle of the Eastern Solomons in 1942, where she did not see any significant combat, Mutsu spent most of the first year of the Pacific War in training. She returned to Japan in early 1943. That June, one of her aft magazines detonated while she was at anchor, sinking the ship with the loss of 1,121 of the 1,474 crew and visitors. The majority of the casualties died not from drowning, but from the explosion.

The IJN conducted a perfunctory investigation into the cause of her loss and concluded that it was not of natural causes. Due to the deaths of most of the people on the ship, however, while many possible causes were raised, to this day the real cause of the explosion is not yet known.

The navy dispersed the survivors in an attempt to conceal the sinking in the interest of morale in Japan, continuing even to pay the salaries of the dead men. Much of the wreck was salvaged after the war and many artifacts and relics are on display in Japan.

Mutsu had a length of 201.17 meters (660 ft 0 in) between perpendiculars and 215.8 meters (708 ft 0 in) overall. She had a beam of 28.96 meters (95 ft 0 in) and a draft of 9 meters (29 ft 6 in). The ship displaced 32,720 metric tons (32,200 long tons) at standard load and 39,116 metric tons (38,498 long tons) at full load. Her crew consisted of 1,333 officers and enlisted men as built and 1,368 in 1935. The crew totaled around 1,475 men in 1942.

Mutsu, named for Mutsu Province, and for the Meiji Emperor's personal name, Mutsuhito, was laid down at the Yokosuka Naval Arsenal on 1 June 1918 and launched on 31 May 1920. Funding for the ship had partly come from donations from school children. While Mutsu was still fitting out, the American government called a conference in Washington, D.C. late in 1921 to forestall the massively expensive naval arms race that was developing between the United States, the United Kingdom and the Empire of Japan.

The Washington Naval Conference convened on 12 November and the Americans proposed to scrap virtually every capital ship under construction or being fitting out by the participating nations.Mutsu was specifically listed among those to be scrapped even though she had been commissioned a few weeks earlier. This was unacceptable to the Japanese delegates; they agreed to a compromise that allowed them to keep Mutsu in exchange for scrapping the obsolete semi-dreadnought Settsu, with a similar arrangement for several American Colorado-classdreadnoughts that were fitting out. Mutsu was commissioned on 24 October 1921 with Captain Shizen Komaki in command. Captain Seiichi Kurose assumed command on 18 November and the ship was assigned to the 1st Battleship Division on 1 December. Mutsu hosted Edward, Prince of Wales, and his aide-de-camp,Lieutenant Louis Mountbatten, on 12 April 1922 during the prince's visit to Japan.

On 4 September 1923, Mutsu loaded supplies at Uchinoura Bay, Kyushu, for the victims of the Great Kantō earthquake. With her sister Nagato, she sank the hulk of the obsolete battleship Satsuma on 7 September 1924 during gunnery practice in Tokyo Bay, in accordance with the Washington Naval Treaty. CaptainMitsumasa Yonai, later Prime Minister of Japan, assumed command on 10 November. The ship was transferred to the reserve on 1 December 1925. Mutsu served as flagship of Emperor Hirohito during the 1927 naval maneuvers and fleet review. Captain Zengo Yoshida relieved Captain Teikichi Hori on 10 December 1928. On 29 March 1929, the ship was assigned to Battleship Division 3, together with three light cruisers.

Mutsu 's anti-aircraft armament was upgraded during 1932. Upon completion, she was assigned to Battleship Division 1 of the 1st Fleet, and again served as the Emperor's flagship during the annual maneuvers and fleet review in 1933. The ship was placed in reserve on 15 November and began her lengthy reconstruction. This was completed on 30 September 1936 and Mutsu rejoined the 1st Battleship Division on 1 December 1936. In August 1937, she transported 2,000 men of the11th Infantry Division to Shanghai during the Second Sino-Japanese War. Her floatplanes bombed targets in Shanghai on 24 August before she returned to Sasebo the following day. On 15 November 1938, Captain Aritomo Gotō assumed command of the ship. Mutsu was placed in reserve from 15 December 1938 to 15 November 1939. She was refitted in early 1941 in preparation for war; as part of this work, she was fitted with external degaussing coils and additional armor for her barbettes.

During the war Mutsu saw limited action, spending much of her time in home waters. On 8 December 1941, she sortiedfor the Bonin Islands, along with Nagato, the battleships Hyūga, Yamashiro, Fusō, Ise of Battleship Division 2, and the light carrier Hōshō as distant support for the fleet attacking Pearl Harbor, and returned six days later. On 18 January 1942, Mutsutowed the obsolete armored cruiser Nisshin as a target for the new battleship Yamato, which promptly sank her.

In June 1942 Mutsu, commanded by Rear Admiral Gunji Kogure, was assigned to the Main Body of the 1st Fleet during theBattle of Midway, together with Yamato, Nagato, Hosho, the light cruiser Sendai, nine destroyers and four auxiliary ships. Following the loss of all four carriers on 4 June, Yamamoto attempted to lure the American forces west to within range of the Japanese air groups at Wake Island, and into a night engagement with his surface forces, but the American forces withdrew and Mutsu saw no action. After rendezvousing with the remnants of the Striking Force on 6 June, about half of the survivors from the sunken aircraft carriers of the 1st Air Fleet were transferred to Mutsu. She arrived at Hashirajimaon 14 June.

On 14 July, Mutsu was transferred to Battleship Division 2 and then to the Advance Force of the 2nd Fleet on 9 August. Two days later, the ship departed Yokosuka accompanied by the cruisers Atago, Takao, Maya, Haguro, Yura, Myōkō, the seaplane tender Chitose and escorting destroyers to support operations during the Guadalcanal Campaign. They arrived at Truk on 17 August. On 20 August, while sailing from Truk to rendezvous with the main body of Vice Admiral Chūichi Nagumo's 3rd Fleet, Mutsu, the heavy cruiser Atago, and escorting destroyers unsuccessfully attempted to locate the escort carrier USS Long Island in response to a flying boat detecting the American ship.

During the Battle of the Eastern Solomons on 27 August, Mutsu, assigned to the Support Force, fired four shells at enemy reconnaissance aircraft during what was her first and only action of the war. Following her return to Truk on 2 September, a group of skilled AA gunnery officers and men were detached to serve as instructors to ground-based naval anti-aircraft gunners stationed in Rabaul. During October Mutsu off-loaded surplus fuel oil to the fleet oil tanker Kenyo Maru, allowing the tanker to refuel other ships involved in Guadalcanal operations. On 7 January 1943, Mutsu steamed from Truk via Saipan to return to Japan together with the carrier Zuikaku, the heavy cruiser Suzuya and four destroyers. Mutsu left Hashirajima for Kure on 13 April, where she prepared to sortie to reinforce the Japanese garrisons in the Aleutian Islands in response to the Battle of the Komandorski Islands. The operation was cancelled the next day and the ship resumed training.

On 8...


For the 2007 Louis Vuitton Cup 2007 the Spanish syndicate Desafio Espanol had four yachts the ESP 65, ESP 67, ESP 88 and ESP 97.
The yacht depict on the Micronesia stamp with this hull colours must be the ESP 88, while the Spanish stamp shows a yacht from the syndicate but not a sail number is visible.
ESP 88 was built as an IACC class yacht by King Marine boatyard in Valencia, Spain.
April 2006 christened ESP 88.
The ESP 65 and ESP 67 were used as training yachts, while the other two were used in the Louis Vuitton race in Valencia in 2007. The ESP 88 was not racing in the Louis Vuitton Cup 2007 but more used as a tune boat for the ESP 97.
2014 Where is she???

Micronesia 2007 26c sg?, scott? (she is the yacht on the right, the left yacht not identified yet.)
Spain 2007 0.30 Euro sg?, scott?

Diogo Gomes

Diogo Gomes (c. 1420 – c. 1500), was a Portuguese navigator, explorer and writer. Diogo Gomes was a servant and explorer of Portuguese prince Henry the Navigator . His memoirs were dictated late in his life to Martin Behaim . They are an invaluable (if sometimes inconsistent) account of the Portuguese discoveries under Henry the Navigator, and one of the principal sources upon which historians of the era have drawn. He explored and ascended up the Gambia river and discovered some of the Cape Verde islands. Probably a native of Lagos, Portugal , Diogo Gomes started out as page in the household of PrinceHenry the Navigator , and subsequently rose to the rank of cavaleiro ( knight ) by 1440. Diogo Gomes participated in the 1445 slave raid led by Lançarote de Freitas of Lagos on the Arguin banks , and claims to have personally captured 22 Berber slaves singlehandedly. (Chronicler Zurara , who relates the raids in some detail, does not seem to make notice of Diogo Gomes, although he does mention a 'Picanço', which later João de Barros suggests was actually the ship and nickname of a "Gomes Pires", possibly a reference to Diogo Gomes). He was named a royal clerk on 12 June 1451, and went on in the service of both Prince Henry and the Portuguese crown.In 1456 (give or take a year - his account does not give a precise date), Diogo Gomes was sent out by Prince Henry in command of three vessels down the West African coast. Gomes is said to have reached as far as Rio Grande (now Geba River , in Guinea Bissau ), a huge leap beyond the last point known to be reached by the Portuguese. But strong currents checked Gomes's course and his officers and men feared that they were approaching the extremity of the ocean, so he turned back. On his return, Gomes put in at the Gambia River , and ascended up the Gambia a considerable distance, some 50 leagues (250 miles), reaching as far as the major market town of Cantor, an entrepot of the Mali gold trade. Diogo Gomes credits himself as the first Portuguese captain to interact peacefully with the natives in this region (all prior expeditions had been fended off or fallen in hostilities on the Senegambian coast, although Alvise Cadamosto had also sailed successfully that same year). At Cantor, Gomes collected much information about the gold mines and trade patterns of the upper Senegal and upper Niger, of the cities of Kukia and Timbuktu and the Trans-Saharan trade routes that stretched to the Moroccan coast. Although the region was primarily Muslim, Gomes seems to have won over at least one important chief, named Numimansa , with his court, toChristianity and Portuguese allegiance. Teixeira da Mota identifies 'Numinansa' as the chieftain of the Nomi Bato, and may have been the same chieftain responsible for the deaths of earlier explorers Nuno Tristão in 1446/47 and Vallarte in 1447/78.
Some time after returning to Portugal, Diogo Gomes was appointed (or rewarded) with the lucrative office of almoxarife (receiver of royal customs) of the town of Sintra (he was certainly holding that office by October 1459). He would remain in that position until 1479/80 (and continued using the title as a courtesy thereafter until his death).
Diogo Gomes made another African voyage in 1462 (which some historians date as 1460). He sailed down to the Saloum River delta ( Rio dos Barbacins ) in Senegambia, to enter into trade with the Serer people of Sine and Saloum . There he stumbled upon the caravel of the Genoese captain António de Noli , and they charted a return journey together. On the return, Diogo Gomes stumbled upon the Cape Verde islands , and claims to have been the first to land on and name Santiago island (his priority is contested by Cadamosto ). Diogo Gomes speaks, with some resentment, of how Antonio de Noli managed to reach Lisbon before him and secured the captaincy of Santiago island from the king before his arrival.
Prince Henry having died in 1460, Diogo Gomes, after his return, retired from active exploring and pursued a career with Henry's nephew and heirFerdinand of Viseu and the royal court. In 1463, he was appointed royal squire ( escudeiro ) for King Afonso V of Portugal . In 1466, he secured a generous royal pension of 4,800 reals, to which were attached duties as a magistrate in Sintra.
His death date is uncertain. Some date it as early as 1485, although historian Peter Russell suggests he lived until at least 1499. We have confirmation he was certainly dead by 1502
Already in advanced age, Diogo Gomes orally dictated his memoirs to the German cartographer Martin Behaim during the latter's sojourn in Portugal. The exact date of the relation is uncertain, and could be anytime between 1484 (Behaim's arrival) to 1502 (when we have confirmation of Gomes's death).
Portugal1991;80,0;SG? Dominica1991;10c;SG1406. Сabo Verde1952;1e;20e;SG350;SG?.
From Wikipedia, the free encyclopedia

Spencer HMS (Ship of the Line) 1800

With “special pride” the Isle of Man honoured a Manxman who served with Admiral Nelson at Trafalgar with a set of stamps issued 1979. Captain John Quilliam (1771-1829) was one of more than 3000 seamen from the Isle of Man who served in British Navy at that time.

HMS Spencer was a 74-gun third-rate ship of the line of the Royal Navy, launched on 10 May 1800 at Bucklers Hard. Her designer was the French émigré shipwright Jean-Louis Barrallier. She served in two major battles, Algeciras Bay and San Domingo, and in a number of other campaigns. She was broken up in 1822.

Captain Henry D'Esterre Darby commissioned Spencer in June 1800.

By July 1801 Spencer was at the Rock of Gibraltar in the squadron under the command of Rear Admiral James Saumarez in Caesar On 6 July Saumarez sailed from Gibraltar with Caesar, Pompee, Spencer, Venerable, Hannibal and Audacious with the intention of attacking Admiral Linois's squadron of three French line-of-battle ships and a frigate, which were lying a considerable distance from the batteries at Algeciras. As Venerable, the leading ship, approached the wind dropped and she was forced to anchor. Pompee managed to get into action but Hannibal grounded and was forced to strike. In the battle the British drove two of the French ships ashore and badly damaged the rest. The total loss in the British squadron was 121 killed, 240 wounded, and 14 missing. The Franco-Spanish force lost 317 men killed and some 3-500 wounded.

On 8 July a squadron of five Spanish ships-of-the-line, a French 74, three frigates and a large number of gunboats reinforced the French ships. Hard work repaired all the British ships at Gibraltar, except Pompee in time for them to follow the Franco-Spanish fleet when it sailed on 12 July. In the subsequent second phase of the Battle of Algeciras Bay, the two first rates Real Carlos and Hermenegildo fired upon each other during the night, caught fire and exploded, with tremendous loss of life. The British captured the third rate St Antoine. In 1847 the Admiralty authorized the issue of the Naval General Service Medal with clasp "Gut of Gibraltar 12 July 1801" to all surviving claimants from the battle; 192 medals were issued.

Spencer joined Admiral Robert Calder's squadron in October 1801. In December she sailed in chase to the West Indies.

In May 1803 Captain Robert Stopford recommissioned Spencer. On 28 August Spencer recaptured the East Indiaman Lord Nelson. On 28 May she recaptured the Castle Douglas, and the next month, on the 10th, she recaptured the Lord North. On 20 November Spencer captured the Virgin del Brien Consiglio, and then nine days later, the Nostra Senora del Carmen, J. de Moro, Master.

Spencer joined Admiral Nelson off Toulon in August 1804. Spencer was then part of a squadron off Cadiz under Vice-admiral John Duckworth, when news reached Duckworth that two French squadrons had sailed from Brest in December 1805. Duckworth took his squadron to Barbados to search for them, eventually sighting Leissègues' squadron off San Domingo on 6 February 1806. Duckworth organised his ships into two lines, the weather line consisting of Superb, Northumberland and Spencer, while the lee line consisted of Agamemnon, Canopus, Donegal and Atlas. The lines moved to attack the French ships and the battle broke out.

During the battle, Superb badly damaged the French 74-gun Indivisible, leaving her adrift, her rigging shot off and her rudder destroyed. Spencer then took Indivisible. The battle was a victory for the Royal Navy, and Stopford and the other captains received a Naval Gold Medal for their actions. In 1847 the Admiralty authorized the issue of the Naval General Service Medal with clasp "St. Domingo" to all surviving claimants from the battle; 396 medals were issued.

Next, Stopford and Spencer participated in the British invasions of the Río de la Plata and Battle of Copenhagen.

Spencer arrived off Kristiansand, Norway on 18 September 1807 with two other ships. The ships withdrew after they were fired on by Christiansholm Fortress. The ship's commander decided to occupy the abandoned Fredriksholm Fortress in the Kristiansand fjord, and demolish it. Charges were laid but after waiting some time for the explosion, men were sent back to check if the fuses had gone out. They had not, and four of the men were killed in the resulting explosion.

In April 1808 Captain John Quilliam took command and sailed Spencer in the Channel, where she served as the flagship for now Admiral Stopford.

Spencer underwent major repairs at Plymouth from October 1811 until March 1814. Captain Richard Raggett recommissioned her in January 1814 and during the American War of 1812-15 sailed her to North America escorting a convoy to Canada. Later in 1814 he patrolled in the Gulf of Maine. Under threat of bombardment, two undefended Cape Cod towns yielded to Raggett's ransom demands, earning his warship the nickname "Terror of the Bay". During 1814, Spencer shared in the capture of the American brigantine Superb.

After a successful cruise in the summer of 1814 during which she captured the Royal Navy schooner Landrail, the American privateer Syren returned to the United States but as she approached the Delaware River the British blockading ships gave chase. To escape the boats of Spencer and Telegraph, on 16 November Syren ran ashore under Cape May. Her crew set her on fire before making their escape.

From August 1815, Spencer served as a guardship in Plymouth under the command of Captain William Robert Broughton. On 16 March 1817, Wolf, a tender to Spencer, captured two smuggling boats, the Albeona and the Two Brothers, and their cargo. Wolf was in company with the revenue cruiser Vigilant. In 1818 Captain Sir Thomas Hardy replaced Broughton.

Captain Samuel Rowley replaced Hardy in September. Spencer then served as the flagship for Rear Admiral Sir Josias Rowley at Cork. Sir Thomas Lavie replaced Rowley in turn in December 1821.

Spencer was broken up at Plymouth in April 1822.

Isle of Man 1979, S.G.?, Scott: 160.

Source: Wikipedia.

FRA-60 ex BLACK MAGIC (II) NZL-60 yacht

The yacht depict on this 80g stamp of Micronesia with sail number FRA-60 is the yacht used by the French syndicate K-Challenge Areva Challenge in the Louis Vuitton Cup race in Valencia in 2007.
Built for Team New Zealand for the 2000 America Cup races in Auckland, built by Cookson Boatyard in Auckland.
Designed by Laurie Davidson & Clay Oliver.
October 1999 completed as BLACK MAGIC (II) NZL-60.
Under skipper Russell Coutts she was defender in Auckland against the challenger the Italian yacht LUNA ROSA ITA-45.
The BLACK MAGIG (II) winning five races to nil and the America Cup stayed in New Zealand.

For the Louis Vuitton Cup races in 2007 was she leased by K-Challenge Areva Challenge as a training boat, renamed in FRA-60.
I am not sure when she came back to New Zealand but she is now (2014) in the Viaduct Harbour, Auckland and owned by SailNZ waiting for restoration.

Micronesia 2007 80c sg?, scott?
Maldives 2008 rf10 sg?, scott?, (AREVA the hull colour is black most probably the FRA-60 is depict??)
Source: Internet various sites.


The full index of our ship stamp archive


Postby aukepalmhof » Sun May 17, 2009 9:17 pm

Click image to view full size
Built in 1843 as a wooden three masted ship, on the yard of Henderick & Rowan, Glasgow for account of McNeil & Co., Glasgow.
Tonnage 428 tons, dim. 107.7 x 24.4 x 18.2ft.
Bark rigged.
Delivered July 1843.

Built for the trade between the U.K and India.
26 March 1853, chartered by the British Government for three years as transport vessel.
22 May 1853 she sailed from London, under command of Capt. John McKenzie, for Baffin Bay in search for the lost Sir John Franklin expedition. Her ice master was George Sabiston, I can remember that even in the 1960s ships of the company I was sailing for used ice masters when they were loading in Greenland ports, the ice master or pilot is mostly a experienced captain who knows the waters and ice situation well in that area. On that voyage she had a crew of 20 (21other source) men including the master and ice master.

07 Oct. 1853 it was reported that she was lost, when her companion ship the PHOENIX arrived at Thurso, North Scotland. It was reported that on 21 August 1853 she was crushed by shifting ice and sank in 15 minutes off Beechey Island. The crew was saved by the PHOENIX.
19 October 1853 the rescued crew arrived at London.

The following is an excerpt from the August 21, 1853 journal entry by William H. Fawckner, Royal Navy Officer on the BREADALBANE.

About ten minutes past four a.m., the ice passing the ship awoke me, and the door of my cabin from the pressure opened: I immediately hurriedly put on my clothes, and on getting up found some hands on the ice, endeavoring to save the boats, but they were instantly crushed to pieces; they little thought, when using their efforts to save the boats, that the BREADALBANE was in so perilous a situation. I went foreward to hail the PHOENIX, for men to save the boats, and whilst doing so, the ropes by which we were secured parted, and a heavy nip took the ship making every timber in her creak, and the ship tremble all over. I looked in the main hold, and saw the beams given away; I hailed those on the ice and told them of our critical situation, they not for one moment suspecting it. I then rushed to my cabin, hauled out my portmanteau on the deck, and roared like a bull to those in their beds to jump out and save their lives. The starling effects on them might be more easily imagined than described. On reaching the deck those on the ice called out to me to jump over the side, that the ship was going over…

Everyone then abandoned the ship, with what few clothes they saved – some with only what they had on… The ship now began to sink fast, and from the time her bowsprit touched the ice, until her mastheads were out of sight, did not occupy above one minute and a half. It was a very sad and unceremonious way of being turned out of our ship. For the first time the first nip took her, until her disappearance, did not occupy more that fifteen minutes.
I, as well all the spectators of the last of BREADALBANE, was astonished at the rapid manner in which she went down… I can not easily imagine why the two missing Arctic ships (EREBUS and TERROR) have never been heard of, and it is but too probable in my mind, they were lost not many miles from my old vessel, and that all hands met with a watery grave.

On 13 August 1980 the hull of the BREADALBANE was rediscovered by a team of scientists in a position 74 41 N and 91 50W.

On the stamp, only her steering wheel is depict.

Canada 1987 36c sg1239, scott?

Information I got from the World Ship Society:
Posts: 3908
Joined: Thu Apr 02, 2009 1:28 am


Postby john sefton » Sun Jan 16, 2011 11:16 am

Extract from an article by J B Maclnnis National Geographic July 1983.
Far below the surface of the hostile sea, tomorrows technology unlocks the secrets of a long‑dead vessel.
She is BREADALBANE, a British Bark launched in 1843 and lost a decade later in the ice of Canadas Northwest Passage while aiding in the search for survivors of the ill‑fated Franklin Expedition. She is the nothernmost shipwreck ever discovered on the seafloor.
During his six long years of research and exploration for BREADALBANE Dr Maclnnis got his real first view of the vessel on 13 August 1980 in a ghostly side scan sonar image.
Entombed beneath six feet of surface ice and 340 feet of arctic water, the ship appeared far beyond human reach or ability to explore. Yet only 3 years later, in early May, a diver touched down on BREADALBANE'S deck in a revolutionary submersible destined to extend mans reach under the sea. Dubbed WASP for its resemblance to that insect, it is also referred to as “a submarine you wear''. The 'wheel of misfortune' that guided BREADALBANE in her final moments before storm driven ice punctured her hull and sent her to the bottom off Beechy Island in Canadas high Arctic was beautifully preserved by near‑freezing temperatures and an absence of pollution or marine borers, was promptly flown to the world famous Parks Canada conservation facility in Ottawa.
By some miracle all the 21 crewmen aboard managed to scramble to safety on the surrounding ice and joined an accompanying ship.

Stamp issue: Canada 1987.. SG1239. shows BREADALBANE' S wheel
john sefton
Posts: 1636
Joined: Sun Mar 22, 2009 1:59 pm

Return to Ship Stamps Collection

Who is online

Users browsing this forum: Google [Bot], TurnitinBot [Bot] and 6 guests

Sponsored Links