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 of £17 (UK only) 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 http://www.shipstampsociety.com 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.

SAWA PZ-35 yacht

The yacht depict on this Polish stamp issued in 1965 is according the sail number PZ-35, which belong to the type Conrad II which was designed by R Langera and K Michalskiego in 1958.
The Conrad II type was built on a yard in Szczecin. Altogether 14 of this type were built and the PZ-35 was the last of this type built.
It was a wooden sea-going cabin-cruiser yacht.
Weight 7,000 kg., dim. 10.10 x 2.68 x 1.98m. (draught)
Sail area 50.40m³. Sloop rigged.
Accommodation for 7 crew.
Delivered in 1961 under the name SAWA sail No PZ 35. Not an engine installed.

She was managed by the League of Friends of the Soldiers in Warsaw, later taken over by the Warsaw OZZ and managed by the Nautical Club PTTK Breeze.
10 September 1978 she grounded off the coast of Estonia, but was refloated
27 March 1990 renamed in BUSHI with sail number PZ-135.
2017 Still sailing under same name and number.
The type is often confused with type Vega which succeeded her, and was fitted out with an auxiliary diesel.

Poland 1965 60g sg1569, scott?
Source: https://pl.wikipedia.org/wiki/Conrad_II ... -.3E_Bushi

WODNIK

Navicula gives that the WODNIK is depict on this stamp;

She was a 3 masted galleon built around 1623 in Gdansk.
Tonnage around 100 last, (200 ton). Dim. approx. length of deck 25m. beam 6.8m.
Armament 1- 7pdr., 2 – 6pdr.bronze guns, 7 – 6pdr. iron guns, 3 – 5pdr, 2 – 3pdr, iron guns, 2 falconets and 3 bronze stone thrower guns.
Crew 45-49 and 80 soldiers (Marines).

WODNIK (Aquarius) - Polish ship of war - a small galleon , probably built in 1623. In Gdansk . The ship is in the sources listed under the German name "Meerman" Polonised as "Aquarius". Today, this name carries a training ship ORP AQUARIUS.
History
During the war with Sweden , WODNIK under the command of (most likely) Captain Herman Witte , along with ships, KRÓL DAWID (King David) and ARKA NOEGO (Noah's Ark) , participated in the first battle with a fleet of Swedish warships, encountering on 17 May 1627. In the vicinity of Hel the Swedish more numerous ships, were bound for Piława. After an exchange of gunfire, the two squadrons parted, Polish sailed west. The next day, May 18 there was a skirmish at the height of Białogóry near Leba with a convoy of 24 Swedish vessels. After an artillery duel, with few casualties, Polish ships managed to break away from the enemy and sailed to Kolobrzeg. After several days at sea the Polish ships returned to Wisloujscie , breaking through the lines of the Swedish blockade of the Gulf of Gdansk .
WODNIK distinguished himself during the victorious battle with the Swedish squadron of Oliwa on November 28 1627. His Captain Herman Witte was before the battle appointed Vice-Admiral and commander of the Polish fleet, so that the WODNIK served as the flag-ship. Its skipper was Piotr Wedeman. During the battle, WODNIK attacked and entered wherafter his crew boarded the larger Swedish galleon SOLEN. After a fierce battle, the Polish soldiers gained the upper hand, The captain of the Solen blew his ship up rather than allowing it to be captured. The four surviving Swedish ships quickly headed towards the open sea and managed to escape pursuit. Both admirals were killed in the battle, also 23 members of the crew of WODNIK were killed (a further 10 were killed in the course of previous clashes).
May 2 1628: The new captain of the ship, replacing Witte, who died in November 1627, was Hans Schröder. During the attack of Swedish troops supported by artillery on Polish ships at the mouth of the Vistula River near Fortress Wisłoujście after midnight of July 6 1628 , WODNIK was sailing upstream to help the PHOENIX which was stuck on a sandbank when trying to retreat up the river after she was damaged by artillery fire of the Swedish troops.She managed, however, under the protection of WODNIK and TIGER to refloat, where after she was escorted to the second group of Polish ships in the area of Polish Haku.
In January 1629 year, WODNIK together with other Polish ships was commissioned by King Sigismund III Vasa to the service of the Habsburg Catholic League in the ongoing Thirty Years War , arriving Wismar on February 8. Polish ships stationed in Wismar fought against a fleet of Danish and Swedish ships in occasional minor skirmishes. January 22 1632 after the surrender of Wismar, Polish ships were captured by the Swedes and incorporated into their fleet; WODNIK served as MEERMAN in the Swedish fleet. The further fate of the ship is not known.

Poland 1964 2Z sg1462, scott?
https://pl.wikipedia.org/wiki/Wodnik_(1623)

Disembarkation «Braves of Mindelo»1832.

Disembarkation of Mindelo is the name given to the landing of the Liberal troops north of Porto on July 8, 1832, during the Liberal Wars, name by which the Portuguese Civil War (1828-1834) was known. The squadron organized by D. Pedro IV, counted on 60 ships, about 8,300 men , under the command of the British Admiral George Rose Sartorius. About 7,500 men who came to be known by the name of "Bravos do Mindelo" came ashore. [2] Among them were many mercenaries and auxiliaries, English, French, Belgians, Poles, Italians, Germans and Spaniards, exceeding 6,600 foreigners, who represented more than 80% of the total troops. At dusk on July 7, 1832, there was panic between the military forces and the absolutist authorities of Porto: the Liberal fleet was in sight, much to the surprise of the miguelistas who had never foreseen an invasion by this point of the country. However, D. Pedro advanced with his fleet towards Vila do Conde, where he planned the landing. On the morning of July 8, Major Bernardo de Sá Nogueira, the future Marquis of Sá da Bandeira, was sent ashore to parley with the military forces stationed there. The negotiations were, however, completely barren, with that emissary being received with threats of firing. Frustrated, then, that it was these attempts at peaceful landing, it was decided to do so in a war-time. The choice of this site, which historiographically perpetuated this military operation as "Disembarkation of Mindelo", was due to the fact that it could be carried out with ease and safety, since the sea presented "quite deep almost to the sand" . This indication was given, according to tradition, by one of the 7,500 "bravos", of its name Francisco José da Silva, native of Paiço, parish of the Lavra. The landing was fast and did not encounter any resistance, being, immediately, taken the strategic points of the region. The battalions of Hunters # 2 and # 3 occupied the crests of the elevations that extend until the right margin of the river Leça. The landing allowed the liberal forces to take the city of Oporto on July 9, 1832, catching by surprise the miguelista army that would submit them to the prolonged Siege of Porto. D. Miguel ended up capitulating in 1834, with the Évora Monte Concession, opening the way to the definitive implantation of Liberalism.
Azores.Portugal1982;33e50;SG445.
Source:https://pt.wikipedia.org/wiki/Desembarque_do_Mindelo

PYROSCAPHE (France)

Pyroscaphe was an early experimental steamship built by Marquis de Jouffroy d'Abbans in 1783. The first demonstration took place on 15 July 1783 on the river Saône in France. After the first demonstration, it was said that the hull had opened up and the boiler was letting out steam, faults common in early steamboats. In this case, it seems to have been easily repaired as the boat was said to have made several trips up and down the river. A month later, on 19 August, the boat carried several passengers who signed a witness protocol for a successful journey.

Built of wood at Ecully, near Lyons, Length: 13 m. Beam: 4,5 m. Displacement: 163ton, Complement: 3.
The Pyroscaphe was propelled by a horizontal double-acting steam machine, diameter 25.6” (0.65m.) by 77” (1.956m.) stroke, constructed by Messrs. Frérejean & Cie., Lyons, it was enclosed in the boiler and its piston rod was connected to a double ratchet device to produce the continuous rotating motion of the side paddle-wheels, diameter 13.1’(3.99m.) and had 8 radial paddles or floats each.

(France 2016, €1.25, StG.?)
Internet + book From Paddle-steamer to Nuclear Ship by W.A. Baker.

Eivind Astrup explorer of North(1890-1895)

Eivind Astrup (1871-1895) could easily have become one of the pillars of Norwegian polar history - if not to say the polar history of the world. At nineteen years-old, he joined (with very poor English skills) Robert Peary's two expeditions to North Greenland, and it was primarily his meticulous observations and documentation that finally established Greenland as an island and not part of an Arctic continent as many had believed. In his lifetime, Astrup became as popular, if not more popular than Fritjof Nansen himself. For Roald Amundsen, Astrup was the great ideal of a successful polar explorer.
Astrup crafted sleds for the Peary expedition - copied from the nearby Inuit families - and taught Peary and the other explorers how to ski. His only book, With Peary Near the Pole , reveals a deep respect and understanding of the local Inuit culture. He was the first to combine dog sleds with skis - and thus laid the ground for the future success of both Nansen and Amundsen.
Once returned to Norway, Astrup planned great expeditions, combining native equipment such as sleds and reindeer clothing with modern tools like hot air balloons to conquer the poles. However, he was infected with typhoid fever, almost certainly obtained by eating rotten pemmican during the second Peary expedition, and became very ill. During Christmas weekend of 1895, he went for a ski trip in the mountains and never returned.
Although some newspapers soon speculated suicide, Astrup's death was covered up for many years. It was said that he fell and slipped on some ice and cracked his head on a rock. However, rumors of a gunshot soon grew in a nearby village, and that a fired gun had been taken from the death scene. Today Astrup's suicide is a fact, though the reasons are not fully understood. It is more likely that he could not cope with the fact that he was ill and never would be well enough to achieve his goals as a polar explorer.

Guinea 2011;5000gf;SG?
Source: http://thefanhitch.org/V15N1/V15,N1Astrup.html

EXPEDITION cruise vessel

Built as a ro-ro ferry under yard No 398 by Helsingör Værft, Elsinore, Denmark for Jydsk Færgefart A/S, Hundested, Denmark.
Tonnage 3,960 grt, 1,441 nrt, 925 dwt. Dim. 104.04 x 18.93 x 4.37m.
Powered by two HSM-B&W 10U45HU diesels, 8,096 kW. Twin shafts, speed 17 knots.
Accommodation for 1,200 passengers. 34 berth.
14 July 1972 delivered to owners.

15 July 1972 in service between Grená and Hundested.
30 December 1977 last voyage in this service.
02 March 1978 sold to Midland Montague Leasing (U.K.) Ltd, London for P&O Normandy Ferries Ltd., London
06 March 1978 arrived Vlissingen Oost (Flushing East), Netherlands and laid up.
14 April 1978 arrived by Caillard S.A., Le Havre for a refit.
09 June 1978 renamed in nf TIGER, in service between Dover and Boulogne.
04 January 1985 registered for Townsend Car Ferries Ltd., Dover, renamed TIGER, in service between Dover and Boulogne.
18 July 1986 last voyage in this service, thereafter laid up at Chatham. U.K.
November 1986 sold to Finlandshamnen Ab, Norrtälje, Sweden (subsidiary of SF Line, Mariehamn, Finland.
11 December 1986 arrived at the Tyne for a refit.
22 December 1986 arrived by the Öresundsvarvet for further redevelopment, renamed in ALANDSFÄRJAN.
29 April 1987 arrived Mariehamn.
18 May 1987 in the service of the Viking Line between Kapellskär and Mariehamn, from 1993 also Mariehamn to Nådendal with cargo, the ship did not have more any berths.
1995 Transferred to the Ab Viking Line, Norrtälje.
03 January 2002 till 03 February 2002 rebuild and fitted out with stern sponsons at the Baltic Shiprepairs, Tallinn, Estonia. Tonnage 6.336 grt, 1,900 dwt.Dim. 105.20 x 18.93 x 4.71m
15 February 2002 in the service between Kapellskär and Mariehamn.
Thereafter every year in the winter months laid up.
05 July 2005 on arrival Mariehamn port at 18.30 the port propeller got out of control full ahead and the ship hit a pile mooring, a car on the car-deck turned over and hit a woman who was hospitalized. Four cars were damaged. The ferry sailed for Kappellskär for repair.
After a few days repair she was back in service.
23 October 2007 she hit Marbådan off Mariehamn, she proceeded to Mariehamn were severe damage was found during a survey. Taken out of traffic for repair.
October 2007 sailed to Tallinn for hull damage port side repair.
23 November 2007 again in service.
27 May 2008 sold to G.A. P. Shipping Ltd., Hamilton, Barbados for takeover in June.
29 May 2008 last sailing in the ferry service.
26 June 2006 sailed from Mariehamn to Rauma, Finland
27 June 2008 handed over to new owners and renamed in EXPEDITION. Liberian flag and registry, homeport Monrovia.
The same day her rebuilding in a cruise ship commenced by the Aker yard in Rauma.
2008 Her owners given as Expedition Shipping Co. Ltd, Monrovia, tonnage 6,334 grt, 1,900 nrt, 965 dwt.
Accommodation for 137 passengers.
April 2009 in service as a cruise vessel.
November 2009 arrived in Las Palmas with engine problems.
January 2010 again in service.
2017 In service same name and owners IMO No 7211074, managed by G. Adventures, Toronto.

British Antarctic Territory 2016 £1.22 sg?, scott?
Source: http://www.faktaomfartyg.se/kattegat_1972.htm http://www.miramarshipindex.org.nz
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BREADALBANE

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BREADALBANE

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

tmp178.jpg
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:
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Re: BREADALBANE

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
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