HMAS ENCOUNTER 1905

On the net I found the photo after which this stamp is designed, on which is given that the submarine in the foreground is the HMAS AE 1, on the right the larger vessel is HMAS ENCOUNTER en behind the submarine is HMAS PARRAMATTA.
HMAS ENCOUNTER:
Built as a second class protected cruiser on the Devonport Dockyard, U.K. for the Royal Navy.
28 January 1901 laid down.
18 June 1902 launched as the HMS ENCOUNTER one of the Challenger class.
Displacement 5,880 tons standard, dim. 114.65 x 17.12 x 6.48m. (draught), length bpp. 108.20m.
Powered by a Keyham 4-cyl. triple expansion steam engine, 12,500 hp. Twin shafts, speed 21 knots.
Armament 11 – 6 inch, 9 – 12 pdr., 6 – 3 pdr. Guns, three machine guns and 2 – 18 inch torpedo tubes.
Crew 475.
21 November 1905 commissioned.
HMAS ENCOUNTER was a second-class protected cruiser of the Challenger class operated by the Royal Navy (RN) and Royal Australian Navy (RAN). She was built by HM Dockyard Devonport and completed at the end of 1905.
ENCOUNTER spent the first six years of her career operating with the RN's Australia Squadron, before being transferred to the newly formed RAN. During World War I, the cruiser became the first ship of the RAN to fire in anger when she bombarded Toma Ridge. ENCOUNTER operated in the New Guinea, Fiji-Samoa, and Malaya areas until 1916, when she returned to Australian waters. The ship spent the rest of the war patrolling and escorting convoys around Australia and into the Indian Ocean. In 1919, ENCOUNTER was sent to evacuate the Administrator of the Northern Territory and his family following the Darwin Rebellion.
ENCOUNTER was paid off into reserve in 1920, but saw further use as a depot ship until being completely decommissioned in 1929. In 1932, the cruiser was scuttled off Sydney.
Challenger class cruiser
Challenger class vessels had a standard displacement of 5,880 tons, a length of 376 feet 1.75 inches (114.6493 m) overall and 355 feet (108 m) between perpendiculars, a beam of 56 feet 2.125 inches (17.12278 m), and a draught of 21.25 feet (6.48 m). The cruisers were propelled by a Keyham 4-cylinder triple expansion steam engine, which provided 12,500 horsepower to two propeller shafts, allowing her to reach speeds just over 21 knots (39 km/h; 24 mph). Her economical cruising speed was 10 knots (19 km/h; 12 mph), which allowed the ship to travel 5,436 nautical miles (10,067 km) before exhausting her 1,314 tons of coal. In British service, the ship's company stood at 450, but while operated by the RAN, this was reduced to 29 officers and 269 sailors.
As completed, the ship's armament consisted of eleven BL 6-inch Mk VII naval guns, nine QF 12-pounder 12 cwt naval guns, six 3-pounder guns, three machine guns, and two 18-inch (450-mm) torpedo tubes mounted broadside. By the 1920s, the 6-inch and 12-pounder guns had been reduced to three and four respectively, although a 12-pounder field gun was added to the ship's arsenal. A single QF 3-pounder Hotchkiss gun replaced the six 3-pounders, while the original three machine guns were supplanted by four Maxim guns and two Lewis guns.
ENCOUNTER was laid down for the RN by HM Dockyard at Devonport in Plymouth on 28 January 1901. The ship was launched on 18 June 1902, commissioned into the RN on 21 November 1905, and completed on 16 December 1905.
Operational history
From April 1906 to June 1912, ENCOUNTER served as part of the RN Australia Squadron. On 1 July 1912, the ship was commissioned into the RAN on loan, for use until HMAS BRISBANE was completed.
Assigned to the Pacific Station during 1914–15, ENCOUNTER was part of the force which occupied German New Guinea. In the course of these operations she captured the steamer ZAMBEZI on 12 August and, on 14 September, bombarded Toma Ridge to support the Australian Military and Naval Expeditionary Force; this action made her the first RAN ship to fire in anger. She covered the landing at Madang on 24 September. While patrolling the Fiji-Samoa area she captured the German sailing vessel ELFRIEDE on 25 April 1915. The cruiser operated in the Malay Archipelago during 1915, but was recalled to Australian waters on 11 February 1916, as all other RAN ships had been deployed elsewhere.
In July 1916, during a visit by to an unnamed island off the coast of Western Australia, two bronze cannons were discovered by ENCOUNTER officers Commander C.W. Stevens and Surgeon Lieutenant W. Roberts. The latter described: approximately 25 paces from the water’s edge, we saw the two carronades protruding, through the sand 2/3rds of each being exposed so that they were easily lifted out. They were ... 6 feet apart and certainly had the appearance of leading marks ... a large number of the ship’s company landed and next day, shifted sand over practically the whole area for a considerable depth. The only other object found was a small portion of a brass bound chest. You can imagine the disappointment of the matelots who had visions of buried treasure
—Surgeon Commander Roberts, Letter from Surgeon Commander Roberts, 18 August 1933.
Since these guns were erroneously thought to be carronades, the place was named "Carronade Island".
On 12 January 1917, ENCOUNTER was ordered to New Zealand, where she met a convoy of Australian and New Zealand troopships. The cruiser remained with the convoy until a rendezvous point in the Indian Ocean, where responsibility was handed over to ships of the East Indies Station. In August, the cruiser assisted in the search for the missing merchantman SS METUNG; it was not known until 1918 that she had been a victim of the German raider WOLF. From December 1917 until April 1918, ENCOUNTER underwent refit in Sydney, then returned to Western Australia. The ship travelled between Fremantle and Sydney several times before the end of the war.
The cruiser's wartime activities were later recognised with the battle honour "Rabaul 1914".
In early 1919, ENCOUNTER was sent to Darwin to protect Administrator John Gilruth, following the Darwin Rebellion. Gilruth and his family boarded her on 20 February 1919 and were taken to Melbourne.
Decommissioning and fate.
ENCOUNTER paid off into reserve on 30 September 1920. She was assigned to the naval base at Garden Island as a depot ship in May 1923, and was renamed HMAS PENGUIN. The ship was decommissioned on 15 August 1929. She was scuttled on 14 September 1932 off Sydney. ENCOUNTER lies at a depth of around 74 metres (243 ft) and is dived regularly.
Australia 2014 70c sg?, scott? (She is the vessel on the right of the stamp, in the foreground is the submarine AE 1 and behind her the HMAS PARAMATTA.
http://en.wikipedia.org/wiki/HMAS_Encounter_(1902)

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
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BREADALBANE

The full index of our ship stamp archive

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:
aukepalmhof
 
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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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