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Huni (Trawler) 1957

She was depicted on Iceland’s “Freedom from Hunger stamp”.

She is a motor trawler of 75 gross and 64 net tons.

Dimensions 21.33 x 5.63 meters.

Built in 1957 at Furstenberg, Germany, for Hunvetnigur and registered at Hodfakaupstaf.

Iceland 1963, S.G.?, Scott: 355.

Source: Watercraft Philately.

VISIN-FLORIO ships 1873

The stamp depict four vessels, three barks and 1 brig owned by Visin-Florio in 1873.
The stamp is designed after a painting made by Vasi Ivankovic and is titled “Sailing ships of Visin-Florio of Precanj 1873), the painting is now in the Kotor Maritime Museum.
The ship in the foreground is the LIBERTAS with pennant No 265 and call sign HLQN. She has a black hull, richly ornamented stern.
The barque on the right background is the NEPTUN (HNTQ) while the barque on the left is probably COLUMBUS (HDVB) and the brig far left is probably the TEMPO.
The LIBERTAS was built by Charleston, S. Johns, New Brunswick, Canada for Moran & Co, Liverpool, England.
Launched as the KING OF TRUMPS.
Tonnage 599 tons, dim. 142 x 32 x 19ft.(draught).
Single deck and beams, built of mahogany, iron fastenings. Yellow-metalled coppered in May 1863.
Her first Captain was J.Carter.

Around 1865 sold to Florio and others and renamed LIBERTAS, and registered at Trieste, Austria. She was then measured at 669 tons. In the 1870 her owner was listed as Visin Carolina Vedova, Trieste (24 parts) and her captain was Antonio Lucovich.
In 1872 was she classed as a barque of 679 tons, and her owners were Carolina Vedova Visin (12 parts), Elia Florio (6 parts) and Trifone Baggio Florio (6 parts) all of Trieste. One of her owners, Arturo Visin was also her captain at that time. In 1874 her captain was Antonio Lucovich, and in 1879, Filippo Visin. At that time she was measured as 591 tons and owned by Carolina V. Visin (12 parts), Elia Florio (6 parts) and Trifone Florio (6 parts), all of Trieste.
Lloyds 1885, is she given then as 590 tons with dim. 142.8 x 32.3 x 19.5 ft. built of mahogany, iron and copper fastenings, repairs, coppered in May 1882.
She was last surveyed in October 1878 in New York, in the register of 1886 is she listed as sold on 28 April 1885 in Marseilles to a French citizen.
1891 Is given that she was sailing under Italian flag with the name NOSTRA GENITORI but I can’t find any trace of her under that name.
NEPTUN: she was built in St. Rocco, Trieste in 1862 for Holmhoe & Balchen.
Tonnage 487 ton, dim. 126 x 29 x 17ft (draught)
Barque rigged.
Single deck and beams, constructed of oak, copper and iron fastenings, yellow metaled (coppered) in November 1862.
Two cannons, crew 12.

Her first captain is listed as B. Florio.
March 1863 surveyed at New York. In 1865 her captain is listed as Elia Florio, one of her owners, and in 1868 Captain Trifone Giurovich who was also one of her owners. In 1871 her name is spelled NEPTUNE, with a tonnage of 480 and a draught of 11.4ft.. In the same register, she is also listed as “built of fir and oak, iron and copper fastenings, sheated with yellow metal (coppered) in August 1868.
In 1872, she is listed again with the name NEPTUN registered at Perzagno, and her owners are Elia Florio of Trieste (7¾ 3/2), Trifone B. Florio of Trieste (7¾ 3/2), Bernardo Giurovich of Perzagno (2¾ 0/2), Regina Giurovich of Perzagno(¾ 0/2), Edoardo Sbutega of Perzagno (3) and Antonio Verona of Venezia (2).
Her captains were 1872 , Antonio Lucovich; 1874, Trifone Giurovich; 1875, Natale Petricevich and tonnage then given as 390 tons.
1876 Was she registered in Trieste.
In 1877, her homeport was Perzagno (Prcanj), and she was captained by Alberto Pattay; in 1879 by Antonio Lucovich, in 1880 her tonnage was 382, In 1884 her homeport was again Trieste.
(Note difference in tonnage between American and Austro-Hungarian registers (BRT-NRT) or other measurement rule?), also the different owners (captain H. Florio) size 128.9 x 26.5 x 15.4, with a tonnage of 392, owned by E. Florio & Co., and last coppered in September 1879. In the Annuario Marittimo from 1886, her dimensions were 38.18 x 8.23 x 4.92m., Gt 388, nt 382, and owners Elia Florio and the late Filippo of Trieste (7¾ 3/2), Edoardo Sbutega of Perzagno (3), Bernardo Giurovich of Perzagno (2¾ 0/2), Regina Giurovich of Perzagno (¾ 0/2) and Antonio Verona of Venezia (2). She was captained by Filippo Visin of Perzagno.
13 February 1886 sold at Trieste to an Italian citizen.
In the American and Foreign ship register of 1890, under the name NEPTUN, her captain was listed as Alessandro Giraldi, tonnage 317, dim. 128.9 x 26.5 x 15.4ft., owned by Vinelio Moro Bros., registered at Messina, Italy, and last surveyed in March 1888 at Baltimore.
COLUMBUS: Built in 1858, as FOREST QUEEN at Venice (at that time part of Austria Empire.) for J. Florio, who was also her captain at that time.
1851 Registered as the COLUMBUS with the same owners and in 1865 her tonnage was listed as 439 ton, and her captain was Emilio Marco A. Florio. In 1870 , is she listed as owned by Elia Florio of Perzagno (6 1/3), Trifone Biagio Florio of Perzagno (6 1/3), Emilio Marco Florio of Constantin (4), Antonio Florio of Perzagno (1), Giovanni Carlo Florio of Constantin (1) and Caterina Sbutega of Perzagno (1/3), capitained by Mariano Bartoli.
In 1874 she is registered at Perzagno, Austria, and in 1879 back to Trieste with a tonnage of 363, and her owners as Elia Florio, Trieste (7), T.B. Florio, Trieste (7), E.M. Florio of Cospoli (4), Giov. Carlo Florio of Cospoli (1), Bernardo Giurovich of Perzagno (4) and Regina Ginrovich of Perzagno (1), captained by Nicolo Visin.
In 1881 her captain was Giuseppe Giurgevich and the next year her owners were Elia Florio of Trieste (9 ½, T.B. Florio of Trieste (9½), Bernardo Giurovich of Perzagno (4) and Regina Giurovich of Perzagno (1). In 1884 her captain was Paolo Meneghetti and in 1886, her tonnage were 363,
She was sold on 31 March 1885 in Trieste to an Ottoman citizen, where after she disappears.
In the book 12 Centuries of Boka Marina , the COLUMBUS is listed as navigated by Captain Petra Visin from Prcanj in 1879. There is a small discrepancy as the first name of the ship’s captain does not match the two other sources, although both refer to the year 1879.
The owners are the same as for the barque LIBERTAS (in 1873) and NEPTUN (1873,1879).
There was also another, slightly larger ship launched as COLUMBUS built the same year and at the same place (Venice), owned and captained by E. Florio. This ship appears in several US Registers.

TEMPO, not much about her, she was built in Trieste in 1867, for A. Verona & others and registered in Trieste. The captain was also the owner. Tonnage 321 ton.
1885 She appears for the last time in the American registers, still under Captain A Verona.

Yugoslavia 1998 5.00D sg?, scott2424.
Sources: Lloyds Registers. Record of American and Foreign Shipping. Annuario Marittime. 12 Centuries of Boka Marina. Horvath Jozef, A Nautica, Budapest.

Jason Junior (Remotely Operated Vehicle)

Jason Junior, also called JJ, was a small remotely operated vehicle (ROV) designed and built by the Deep Submergence Laboratory at the Woods Hole Oceanographic Institute (WHOI). Jason Jr. was a prototype for a larger, more capable ROV named Jason, which was being developed to complement the Argo unmanned undersea video camera sled.

Jason Jr. was first used in the exploration of the wreck of the RMS Titanic in 1986,

See Topic: “Titanic (White Star Line)”

during which it was attached to and controlled from aboard the DSV Alvin, a United States Navy manned deep-ocean research submersible operated by WHOI.

See Topic: “ALVIN submersible”

The ROV was connected to the submersible by a 300 feet (91 m) fiber optic cable, and allowed scientists to explore and photograph areas of the shipwreck that the submersible could not access. The ROV was deployed from a metal cage attached to the front of the Alvin, and controlled remotely by a pilot inside the submersible.

Jason Jr. was lost at sea in late 1991, when a barge carrying it and other equipment to the Galápagos Islands sank in the Pacific Ocean during the Jason III expedition.

Palau Republic 1998, S.G.?, Scott: 459.

Source: Wikipedia.

SANTIAGO (Cape Verde Islands)

Built in 1977 by Aalborg Vaerft, #215, for K/S Mercandia Scandia (Per Henriksen)Copenhagen as MERCANDIAN PACIFIC.
Freighter, Gt:1692/3258, Nt:1117/2276, Dw:4664/5524, Loa:96,50m. Lbpp:87,91m. B:16,03m. D:8,82m. Draft:5,61/6,80m. 12 cyl. Alpha diesel engine:3180 hp. (2339 kW.)
(other sources gives B&W)11 kn. 2 holds, 4 derricks SWL:5 tons. IMO.7526613.
1979 sold to the Government of The Republic of Cape Verde Islands, renamed in SANTIAGO.
1981 to Companhia National de Navegação 'Arca Verde', Sao Vincente.
1995 to Ciampone S.A.S. di Carrante Teresa Maria, Naples, Gt:4373, Nt:1969, Dw:5609 (derricks removed??)
1996 to Mandarin International Ltd., Valetta, Malta, renamed in TEMA.
1999 to Terminex Trading S.A., Madeira, renamed in SINES.
2001 Amar de Assante di Cupillo Michelle & C.S.A.S., Madeira.
2003 to Zotaj Shipping & Trading Co., Durrës, Albania, renamed in KNEO.
2006 to Albartin Shipping Co., Durrës, same year to Nereida Shipping Co. (manager Albartin Shipping Co.) Durrës.
(Cape Verde Islands 1980, 30 E. StG.497)
LR88/89 + 97/98 + internet.

EXPLORER cruise vessel 2002

For the International Philatelic Havana Cuba Cup 2014, Cuba issued a miniature sheet with in the margin a cruise vessel entering the port of Havana.
The only cruise ship I can find with a blue hull which visited Havana is the EXPLORER and compare the stamp with a photo I believe she is depict. She has a sister but she never visited Cuba so far I can find.
Built under yard No 962 as a cruise vessel by Blohm & Voss, Hamburg, Germany for the Royal Olympic Cruises, Piraeus, Greece.
10 July 1999 keel laid down.
19 May 2000 launched as the OLYMPIC EXPLORER, one sister the OLYMPIC VOYAGER.
Tonnage 24,318 grt, 2,500 dwt, dim. 180.40 x 25.50 x 7.30m. (draught), length bpp. 155.0m.
Powered by four Wärtsilä 9L46C diesel engines, 37,800 kW, twin shafts, speed 28 knots. With only two diesel engines running she still can make a speed of 22 knots.
Accommodation for 800 passengers.
09 March 2001 trials.
April 2001 renamed in OLYMPIA EXPLORER.
24 April 2001 sailed out with shipyard workers for a guest cruise.
27 April 2001 the owner refused the ship due to severe vibration problems, but if this was the reason or financial problems by the owner.
25 April 2002 at least was she delivered to Royal Olympic Cruises at Piraeus, under Gibraltar flag.
The same year the company changed his name to Royal Olympia Cruises.

First used for cruises in the Mediterranean, during the winter season she crossed the Atlantic to Port Canaveral, then used for cruises from there to the Caribbean. And east coast of Brazil.
15 January 2003 she passed the Panama Canal from the east to the west for the first time. After a voyage from Los Angeles around Cape Horn to Ft Lauderdale she returned back to the Mediterranean for the summer season commencing on 20 April 2003.
November 2003 she returned again to the USA but after September 11th the cruise industry got a problem with a lack of passengers and due to financial problems the OLYMPIA EXPLORER cancelled her December voyage to Hawaii. In March 2004 the OLYMPIA EXPLORER was seized in Los Angeles and moved to the Long Beach Harbour anchorage.
24 March 2004 she was auctioned and bought by the mortgage holder the German KfW bank, who bought the ship for US$82.7 million.
She was thereafter laid up while the new owner sought a buyer.
28 June 2004 bought by Stella Maritime LLC, Nassau, Bahamas (Management Institute for Shipboard Education, Pittsburgh, USA and renamed EXPLORER.
December 2007 sold to Explorer Maritime LLC, Monte Carlo, Monaco, under Bahamas flag and registry with homeport Nassau.
Used for Semester at Sea and with students she makes voyages which takes about 100 to 110 days around the world in spring and autumn. The summer voyages are mostly shorter between 65 to 70 days. Between the semesters the EXPLORER is used for short voyages between 20 and 30 days.
2015 In service same name and owner, managed by V Ships Leisure SAM, Monaco. IMO No 9183518.

Cuba 2014 1.00p sgMS?, scott? ... niversity/ Equasis.

Oneida USS (Brig) 1810

The first USS Oneida was a brig of war in the United States Navy during the War of 1812.

Oneida was built at Oswego, New York 1808–1809, under contract awarded by her first commanding officer, Lieutenant M. T. Woolsey, to Henry Eckford and Christian Bergh. Although her displacement was 243 tons by carpenter's measurement, her draft could compare with a sloop of 80 tons. This enabled her to enter the rivers feeding Lake Ontario without fear of grounding. She was delivered by the contractors in the spring of 1809, but was not equipped and sent upon the lake until the fall of 1810.

Oneida operated principally from Sackets Harbor, New York, not far from the commencement of the St. Lawrence, while the British port of Kingston lay nearly opposite in Canada.

On 5 June 1812, Oneida captured the British schooner Lord Nelson, while enforcing the Embargo Law. On 19 July, the British squadron sailed on Sackets Harbor where Oneida and her prize were anchored. After failing to gain the open lake, Oneida anchored again near a bank in a position to rake the harbor entrance. She mounted the guns from her off side ashore and presented a full battery. After an exchange of cannonade, of two hours duration, the British squadron broke off the engagement and sailed for Kingston, Canada.

On 8 November, Oneida, flying the broad pennant of Commodore Isaac Chauncey, sailed from Sackets Harbor to intercept British ships conveying supplies to the Army at Kingston. The sloop HMS Royal George was sighted and chased into the Bay of Quinte and lost sight of during the night. Sighted again the following morning, the chase was resumed. Oneida brought up the rear of the squadron to allow the heavy guns of her schooners to open way for a close attack. Royal George cut her mooring cables and attempted to make further headway up the channel, finally making fast to a wharf under the protection of troop muskets. Royal George suffered extensive damage, and Oneida had some damage aloft with one seaman killed and three wounded, but a gale ended the engagement and the Americans returned to Sackets Harbor.

On 25 April 1813, along with other ships of the American squadron, Oneida set sail from Sackets Harbor and arrived off York, Canada (now Toronto) on 27 April with troops under General Zebulon Pike embarked. Boats were hoisted out and within two hours the brigade was ashore, soon capturing York despite the loss of General Pike. On the night of 26 May she again embarked troops and artillery and set sail with the squadron for Fort George, Canada. A landing was made about 9 a.m. on 27 May, and by noon the town and fort were taken.

Oneida made a second unopposed landing at York on 27 July liberating prisoners and seizing provisions. On 31 July 1814, Oneida made for the Niagara River to blockade British ships anchored there. She was assisted by the brig Jefferson and the schooner Sylph, while the remainder of the American Squadron blockaded Kingston. The blockade was lifted in September 1814, and Oneida returned to Sackets Harbor. Ice closed the lake in November, and peace was declared the following month.

Oneida was sold 15 May 1815, but afterwards was repurchased by the Navy, laid up at Sackets Harbor, and finally sold in 1825 to a timber company in the village of Clayton, New York.

Oneida worked as a timber ship for several years before sinking in French Creek Bay near Clayton sometime in the 1830s. One of the ship's cannons is currently in Clayton's Memorial Park, while one of its anchors is in the possession of French Creek Bay Marina.

Marshall Islands 2002, S.G.?, Scott: 807f.

Source: Wikipedia.


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: 3965
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: 1639
Joined: Sun Mar 22, 2009 1:59 pm

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