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.
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.

CULLODEN HMS 1747

31 December 1744 ordered.
23 May 1745 keel laid down as a third rate ship-of-the-line by Deptford Dry-dock for the Royal Navy.
09 September 1747 launched as the HMS CULLODEN.
Tonnage 1,472 ton (bm), dim. 161.0 x 46 x 19.4ft.
Armament: Lower deck 28 – 32 pdrs., upper deck, 28 – 18 pdrs., quarter deck 14 – 9 pdrs., forecastle 4 – 9 pdrs.
Crew 600 later 650.
September 1747 commissioned under command of Captain Francis Geary.
01 October 1747 completed. After completing she joined Warren’s fleet.

1748 Reduced to a guard-ship at Chatham with a crew of 140 men, moved in 1751 to Sheerness.
November 1752 paid off at Chatham, was refitted and commissioned again as guard-ship on January 1753 first at Chatham and from 1754 in Sheerness.
19 January 1755 sailed for the Nore for English Channel service in the fleet of Hawke’s.
5/6 April 1756 sailed for the Mediterranean with Admiral John Beng.
20 May 1756 at the Battle of Minorca.
1756 Under command of Captain Smith Callis.
05 April 1757 took part in Admiral Saunder’s chase after four French warships under command of Commodore Du Revest off Gibraltar, the French ships escaped without damage.
07 May 1759 in attempt to attack French frigates at Toulon.
18/19 August 1759 took part in the Battle of Lagos, Spain.
August 1759 under command of Captain Richard Bickerton as flagship of Rear Admiral Callis.
1760 Under command of Captain John Barker and sailed on 07 September 1760 for the Leeward Islands where she joined Hawke’ fleet.
07 January till 10 February 1762 took part in the Martinique operations.
April 1762 in Jamaica.
06 June to 13 August 1762 took part in the Havana operations.
March 1763 paid off.
1763 and 1770 was she surveyed but not repaired.
29 June 1770 sold for £900.

Paraguay 1981 Gs0.25 sg?, scott2000a, 1988 Gs0.25 sg?, scott?
Source: British Warships in the Age of Sail 1714-1792 by Rif Winfield.

Kirishima (Kongo Class Battleship) 1915

She was a warship of the Imperial Japanese Navy during World War I and World War II. Designed by British naval engineer George Thurston, she was the third launched of the four Kongō-class battlecruisers, among the most heavily armed ships in any navy when built. Laid down in 1912 at the Mitsubishi Shipyards in Nagasaki, Kirishima was formally commissioned in 1915 on the same day as her sister ship, Haruna. Her name is derived from Mount Kirishima, an active volcano group in Kagoshima Prefecture.

Kirishima patrolled on occasion off the Chinese coast during World War I, and helped with rescue efforts following the 1923 Great Kantō earthquake.

Starting in 1927, Kirishima 's first reconstruction rebuilt her as a battleship, strengthening her armor and improving her speed. From 1934, a second reconstruction completely rebuilt her superstructure, upgraded her engine plant, and equipped her with launch catapults for floatplanes. Now fast enough to accompany Japan's growing carrier fleet, she was reclassified as a fast battleship. During the Second Sino-Japanese War, Kirishimaacted primarily as a support vessel and troop transport, moving army troops to mainland China. On the eve of World War II, she sailed as part of Vice-Admiral Chuichi Nagumo's Combined Fleet as a heavy escort for the six carriers that attacked Pearl Harbor on 7 December 1941.

As part of the Third Battleship Division, Kirishima participated in many of the Imperial Japanese Navy's early actions in 1942, providing support for the invasion of the Dutch East Indies and in the Indian Ocean raid of April 1942. During the Battle of Midway, she provided escort to Nagumo's four carriers, before redeploying to theSolomon Islands during the Battle of Guadalcanal. She escorted Japanese carrier fleets during the battles of the Eastern Solomons and Santa Cruz Islands, before sailing as part of a bombardment force under Admiral Nobutake Kondō during the Naval Battle of Guadalcanal. On the evening of 13 November 1942, Kirishima engaged American cruisers and destroyers alongside her sister ship Hiei. On the night of 14/15 November, in one of only two battleship duels of the Pacific War, Kirishima damaged USS South Dakota (BB-57) before being fatally crippled in turn by the battleship USS Washington (BB-56). Kirishima capsized and sank in the early morning on 15 November 1942 in Ironbottom Sound.

Grenada Grenadines 1995, S.G.?, Scott: 1721Af.

Source: Wikipedia

Britanis SS (Ocean Liner) 1932

SS Monterey (first name of her) was a luxury ocean liner launched on 10 October 1931. She was completed April 1932 and is shown in registers as a 1932 ship. Monterey was the third of the four ships of the Matson Lines "White Fleet", which were designed by William Francis Gibbs and also included SS Malolo, SS Mariposa and SS Lurline.Monterey was identical to Mariposa and very similar to Lurline.

Tonnage: 18,017 GRT, Length: 632 ft (193 m), Beam: 79 ft (24 m), Propulsion: 2 × Bethlehem geared steam turbines, 28,450 shp (21,215.16 kW), Speed: 22.84 knots, Capacity: 701 passengers (472 first class, 229 cabin class), Crew: 360

During World War II Monterey was used as a troopship operated by Matson as agents of the War Shipping Administration (WSA). Monterey was a large, fast transport capable of sailing independently and was allocated to serving Army troop transport requirements. The ship was involved in an attack on a convoy near Cape Bougaroun.

Monterey was built to promote travel to Hawaii and for Pacific Ocean liner service including regular stops in ports along the West Coast of the United States, Samoa, Fiji, New Zealand and Australia. On 12 May 1932 she took 83 passengers from New York City to the West Coast on a positioning cruise. Her maiden voyage officially began 3 June 1932 in San Francisco, California after which she made stops in Los Angeles, Honolulu, Auckland, Pago Pago, Suva, Sydney and Melbourne. She scored a public relations triumph when she carried much-appreciated supplies to the Bear of Oakland on Byrd's second expedition to the South Pole.

In World War II Monterey served as a fast troop carrier, often operating alone so she would not be slowed by formation navigation in a convoy. The United States Maritime Commission chartered her in 1941 before the US declaration of war to carry 150 Chinese, Korean and Japanese missionaries and stranded US citizens back to San Francisco. Once home, she was quickly refitted to hold 3,500 soldiers. The ship was delivered to WSA by Oceanic Steamship Company, a Matson entity, 3 December 1941 at San Francisco. On 16 December 1941 she steamed to Hawaii with 3,349 fresh troops, returning with 800 casualties of the attack on Pearl Harbor.

On 26 September 1946 the Monterey arrived at Bethlehem-Alameda Shipyard in Alameda, California for refitting and return to passenger service with Matson. Money ran out on the project after 30% of the work had been completed. For five years she sat idle in Alameda, then was purchased by the US Government in August 1952. She was towed to the mothball fleet in nearby Suisun Bay

Meanwhile, Matson was enjoying fair post-war success with Lurline and was looking to expand their passenger operation once more. Matson had a C4 "Mariner" class vessel undergoing conversion to a cruise ship for the Oceania and Australasia region; this ship was originally named Free State Mariner but Matson had renamed her Monterey. Matson bought the old mothballed SS Monterey back from the US Government on 3 February 1956 and had to come up with a new name for her: she was rechristened SS Matsonia, replacing their earlier Matsonia which had been sold to Home Lines in 1954 and subsequently renamed. The new Matsonia (ex-Monterey) first sailed from New York to San Francisco on 22 May 1957 to team up with her sister Lurline on the San Francisco – Los Angeles – Honolulu run.


Within five years, profits from passenger service had fallen to the point where Matson decided to anchor Matsonia indefinitely in San Francisco Bay. Sister ship Lurline continued to operate but suffered a major turbine problem in February 1963; one that would require costly repairs. Instead of repairing Lurline, Matson sold the well-loved ship to Chandris Lines to be rechristened Ellinis. Stung by poor public opinion regarding the maneuver, Matson rechristened the former Matsonia (ex-Monterey) as the new Lurline on 6 December 1963 and returned her to service.


By 1970, passenger receipts were down so low that Matson chose to cease passenger liner service altogether. On 25 June 1970, Lurline arrived in San Francisco to be sold to Chandris Lines. Five days later she steamed under new ownership out of the Golden Gate toward Piraeus with the new name Britanis.

At Piraeus, Britanis was greatly modified to hold 1,655 passengers, mainly by subdividing existing cabins and converting cargo holds to new cabin areas. She re-entered service on 21 February 1971, leaving Southampton bound for Sydney and back; a regular round-trip she would make for three years. In 1974 she saw service as a cruise ship in the Caribbean during winter and Europe during the summer. In May 1982 Britanis cruised between New York and Bermuda with a smaller capacity of 1,200 passengers.

In winter 1983–1984, Britanis sailed from Miami to the Caribbean, then sailed from New York in the summer. A major overhaul in 1986 included parts from her sister Ellinis (ex-Lurline), some of which went to Ellinis from Homeric (ex-Mariposa) when Homeric was scrapped in 1974. At this point, parts from three sister ships were now bound together in Britanis. The refit gave Britanis eight years of Caribbean cruising until 19 November 1994.

Britanis was chartered by the US Government in 1994 as a floating barracks for military personnel at Guantanamo Bay, Cuba. She suffered minor damage from an electrical fire, was repaired at US Government expense, then laid up at Tampa, Florida in late 1996.

Chandris opted to sell Britanis as part of a plan to cease cruise line operations. The ship was maintained in anchorage until 24 January 1998 when she was sold to AG Belofin Investments of Liechtenstein and renamed Belofin-1.

Her new owners intended to recoup their investment by selling the ship to scrappers, but a downturn in steel prices held them up for more than a year. On 3 July 2000 Belofin-1 was towed by the Ukrainian tug Iribis out of Tampa Bay with the former CN Marine ferry MV Bluenose lashed to her port side. The ships were bound for ship breakers in India, however, Bluenose ended up going to Mexico. Belofin-1 apparently began taking on water and listing during the voyage but nobody was on board to correct the list. The tugboat crew cut her free and Belofin-1 capsized and sank due to progressive flooding some 50 nautical miles south of Cape Town, South Africa on 21 October 2000.

Grenada Grernadines 1979, S.G.?, Scott: 329.

Source:Wikipedia.

SAIL MANABI 2014 Ecuador

Ecuador issued in 2014 a set of 7 stamps all $ 0.75 and a label in a miniature sheet for “Sail Manabi 2014” in which school ships from South American countries visited Manabi , Ecuador from 4 till 6 May 2014.
The following ships are depict from left to right.
1) CISNE BRANCO from Brazil.
2) CUAUHTEMOC from Mexico.
3) GLORIA from Colombia.
4) LIBERTAD from Argentina.
5) ESMERALDA from Chile.
6) GUAYAS from Ecuador
7) SIMON BOLIVAR from Venezuela.
All this school ships has appeared already on stamps and can be found in the index.

Ecuador 2014 $ 0.75 sg?, scott?

CHARMING BETTY privateer

The Jersey Post gives by the stamp: The Jersey privateer CHARMING BETTY captured the French Bark ST CHARLES off Point L’Abbé on 16 January 1744 in Brittany, France. Armed with cutlasses and pistols, the crew boarded to find the French vessel leaking and almost unseaworthy so decided to let her go for a ransom of 20,000 livres. The ships captain was unable to pay and so selected a certain Thomas Garnier from the French crew to be held for ransom in Jersey where he remained detained until 1748.
In the book Jersey Sailing Ships is she given as a sloop and used as a privateer under command of Captain Nic. Fiott and owned by Lemprié & Fiott and used as a privateer from 1758-59 in the same book is given that Nicolas Fiott was a privateering captain from 1734 till 1763 on board the CHARMING BETTY and CHARMING NANCY.
If privateers captured a French vessel and found that neither the boat nor its cargo were particularly valuable, it was accepted practice for them to take a crew member as hostage on the understanding that a ransom would be paid.
But the crew of the vessel concerned were not always particularly quick to carry out their side of the bargain and restore the release of their comrade.
So it was in 1744, when the CHARMING BETTY captured the French barque ST CHARLES and demanded a ransom of 2,000 livres, which was certainly more than the vessel was worth.
Thomas Garnier was chosen as a hostage and taken to Jersey where, despite several letters now in the city archives of St Malo demanding to know why he had not been ransomed, he was to languish for four years, until the money was paid in 1748.
Captain Fiott
The same Jersey privateer was active in the Channel a decade later. In 1757, under the command of Capt Fiott, it captured a French brigatine, loaded with a valuable cargo of sugar.
The following year Fiott and his crew, accompanied by LE BURNETT took the ADVENTURER, a London vessel, away from French privateers who had captured her on a voyage from Jamaica. The prize became Fiott's and the cargo, sugar, spice, logwood, mahogany, rum, coffee and cottons fetched a great deal of money.
Returning to Jersey the CHARMING BETTY, although short-handed after putting a prize crew on the ADVENTURER, captured a Dutch vessel carrying 200 tunnes of wine from Bordeaux to St Malo.
Capt Fiott was in action again in 1759 when he captured two more ships, which together with their unidentified cargoes, are known to have been sold for 30,000 livres. That was an enormous sum at the time and shows just how profitable privateering could be if the captains and their crews were both adventurous and lucky.
Her fate not known.
The ship in the foreground is the French ST CHARLES and in the background is the CHARMING BETTY. Have not any details on the ST CHARLES.

Jersey 2014 56p sg?, scott?
http://www.theislandwiki.org/index.php/ ... ng_Betty''

KENWOOD CUP

The event, based in Hawaii, began in 1978 and is raced every second year. It carried the name Clipper Cup however in 1986, when a new sponsor was found, the series became known as the Kenwood Cup. The contest has evolved to the classic five-race format: two 27 mile Olympic course races; the 150 mile windward-leeward Molokai race from Honolulu to Maui and back; a 27 miler; and the testing 775 mile Round the State race. New Zealand held the trophy in 1987.

New Zealand 1987 $1.05 sg1419, scott869
Source: New Zealand Post.
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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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