KOLEK CANOE

By this stamp is given in Australian Stamp Monthly April 1990 that a KOLEK canoe is depict, a unique little outrigger canoe originated in Ambon from which the early labour force came. Built in the form of a dugout it has retained its popularity with the Malay community and has been featured on the island for many years. Hand carved from the trunk of the locally obtained tree “Gyrocarpus”, koleks are extremely seaworthy.
From Aak to Zumbra Dictionary of the World’s Watercraft gives on the Kolek:
In use on Christmas Island; double-outrigger canoe of fairly recent origin, used mainly for fishing off the steep beaches of this Australian-administered island south of Java,
The solid sharp ends curve up above gunwale level. Two booms, 2.4 – 3.1m long, cross the hull and attach to the slender floats (2.2-2.9m long) with ring-shaped connectives. Designed for use by 1-3 people. Reported lengths 4 – 6m., width 0.5m., depths 0.31-0.36m.

Christmas Island 1990 50c sg296, scott263.

Brillant HMS (Sixth Rate, Full Rigger Frigate) 1779

HMS Brilliant was a 28-gun Enterprise-class sixth-rate frigate of the British Navy.She was first commissioned in July 1779 under the command of Captain John Ford.

She was ordered in 1776. Built in Henry Adams, Bucklers Hard Shipyard. Laid down in February 1777. Launched in 15 July 1779. Completed in 4 September 1779. Commisioned in 1779.

Length: 120 ft 6 1⁄4 in (36.735 m) (overall) 99 ft 6 in (30.33 m) (keel). Beam: 33 ft 8 in (10.3 m). Depth of hold: 11 ft 0 in (3.35 m). Sail plan: Full-rigged ship. Complement: 200 officers and men. Armament: Upperdeck: 24 × 9-pounder guns, Quarterdeck: 4 x 6-pounder guns + 4 x 18-pounder carronades Forecastle: 2 x 18-pounder carronades 12 x swivel guns.

Between July 1796 and October 1798 Her captain was Henry Blackwood. On 27 July, at Tenerife, She observed the frigates Vertu and Régénérée preparing to sail for Rochefort. At 6, the French frigates sailed and started firing on Brilliant; Régénérée was closing in on her opponent when Vertu, which had sailed large, touched the wind; .Régénérée imitated her manoeuver, but lost her mizzen and bowsprit, allowing Brilliant to flee.Vertu gave chase, but could not overhaul her opponent and returned to Tenerife. There, Régénérée replaced her rigging, and both frigates eventually arrived in Rochefort on 5 September.

On 8 September 1800 Brilliant sent the prize Dragon into Plymouth. She was a packet of 14 guns, bound for L'Orient from Guadeloupe and carrying a cargo of cocoa, coffee, indigo and cotton.

On 8 October 1807 Brilliant and Boreas captured the Danish ships St Hans and Montreal.

She was broken up at Portsmouth in November 1811

Burkina Faso, S.G.?, Scott; 1132c.

Source: Wikipedia

Kedah or Kedmah (Passenger Cargo Ship) 1927

Built by Vickers Ltd., at Barrow-in-Furness, for the Straits Steamship Co., Ltd., of Singapore, this ship was completedin October 1927. Her tonnages were 3,504 gross, 1,389 net, dimensions; 330' x 50'6" x 15'1,5" draught. She had twin screws driven by single-reduction geared turbines supplied with steam at 230 lbs./sq.in. pressure by four water-tube boilers, and had a speed of 19 knots. She had cabin accomodations amidships for eighty 1st class passengers and carried about 960 deck passengers.

She was built for the Singapore-Penang passenger and cargo service, also made a weekend run to Belawan. On the outbrake of WW-II she was requisitioned and armed with two 4" guns, one 12 pdr., and two pom-poms. As HMS Kedah she was in the last convoy to leave singapore when the japanese occupied it and was one of the first to return at the liberation in 1945, when she was flying the flag of Rear Admiral morse.

In January 1946 she arrived at Barrow for a much-needed reconditioning and while there was sold to Israeli interests who decided to have the work completed in antwerp. She was almost lost on the passage when the tow-rope broke and she was in danger of drifting on to St.Agnes Head, but the tug Salvonia picked her up and completed the voyage. In 1947 she was transferred to the Kedem Palestine Line and renamed Kedmah for trade in the Mediterranean under Zim Line management. In 1951 she was badly damaged by a collision with a wreck in Haifa Bay, but repaired returned to service.

In 1952 she was bought by Harris & Dixon, who renamed her Golden Isles and put her on their Sterling Line service from Marseilles to Malta, Cyprus, and Lebanon. Her final two years were spent on the Marseilles-Haifa run on Zim Line charter, and late in 1956 she was sold to John Cashmore, Ltd., and towed to Newport, Mon., by the tug Turmoil for scrapping.

Kedmah depicted on the buttom right corner of Israeli stamp.

Singapore, 1980, S.G.?, Scott; 345

Israel, 1995, S.G.?, Scott; 1241

Source: Merchant Ships 1910-1929 by Laurence Dunn.

Lady Mary Wood (Paddle Steamer) 1842

Built in 1842 by Thomas Wilson & Co., Liverpool. Gt; 533, Diamensions; 160'8 x 25'5 x 16'6. A two cylender, 250 ihp (60 1/4" diam. X 66" stroke) steam engine, built by Fawcet Preston & Co., Liverpool, and paddle wheels gave her a speed of 12 knots. She had a wooden hull, carried 200 tons of cargo, 60 first class and 50 third class passengers.

She was launched 16 September 1841 and delivered 19 January 1842, she entered the Mediterranean service. In 1845 she was placed in the Ceylon-Singapore-Hong Kong service. When a rebellion broke out in Ceylon in 1848, Lady Mary Wood brought troops from Madras to put down the revolt, thus becoming the first steam-propelled troopship. In 1850 she attempted a Hong Kong-Shanghai service, but high customs duties at Shanghai, rigged by local merchants, forced discontinuance. She was sold in 1859 to the Indo-Netherlands Company for service between the East Indies and China.

Singapore, 1980, S.G.?, Scott, 348.

Source:Watercraft Philately

JEANIE JOHNSTON (Ireland)

Built 1998-2002 by The Jeanie Johnston (Ireland) Company Ltd., Blennerville, Tralee, for Dublin Docklands, Development Authority (operator Aiseanna Mara Teoranta)
Cost: €13.7m. port of registry Tralee, County Kerry.
Maiden voyage: March 2003, IMO number: 8633671, Call sign: EIJL, MMSI number: 250271000
Status: Museum ship
Three-masted barque, Gt:301, Displacement:518 t. (510 long tons) Length:47 m.(154' 2") o/a, 37.5 m.(123') on deck, Beam:8 m.(26' 3") Draft:4.6m.(15'1") Air draft:28m.(91'10")

Propulsion:2 × 290 hp. (216 kW.) Caterpillar 3306 diesel engines
1 × 50 kW. (67 hp.) bow thruster.
Sail plan:18 Duradon sails, 645 m2. (6,940 sq ft) sail area
Endurance:Under sail: 70 days, On 1 engine:17 days
Crew:40 (11 permanent and 29 voyage crew)

In 2003 the replica Jeanie Johnston sailed from Tralee to Canada and the United States visiting 32 US and Canadian cities and attracting over 100,000 visitors.
She took part in the Tall Ships Race from Waterford to Cherbourg in 2005 and finished 60th out of 65 ships.
Other notable Irish tall ships or sail training ships are the Asgard II (lost in the Bay of Biscay in 2008), the Dunbrody, the Lord Rank (N.I.)
and the Creidne (I.N.S.).
The replica is currently owned by the Dublin Docklands Development Authority who bought it in 2005 for a reported 2.7 million Euro,
which were used to clear outstanding loans on the vessel guaranteed by Tralee Town Council and Kerry County Council.
From 2006 to 2008 she was operated on their behalf by Rivercruise Ireland. During that time she carried approximately 980 sail trainees and over 2,500 passengers,
making regular visits to ports around Britain and Ireland, and also undertaking several trips to Spain each summer,
often carrying voyage crew who intended to join the Camino de Santiago. In between these voyages she would offer day-sails in Dublin Bay.
In early 2009 the Dublin Docklands Development Authority and Rivercruise Ireland could not reach agreement.
DDDA then offered the Department of Defence use of the ship as a training vessel for free (as a replacement for the sunken Asgard II),
but the offer was turned down.
The Department of Defence declared the Jeanie Johnston unsuitable because of her lack of speed, her required crew size of 11 and her inability to participate
in tall ships races. No alternative operator was found until mid-2010, when Galway-based company Aiseanna Mara Teoranta was appointed to operate the ship as a museum.
As of 2010, the ship is not in seagoing condition.
(Ireland 2000, 30 p. StG.?) Internet

PRODROMOS

From Mr. Sitnikov I got an image of the German tanker PRODROMOS on an artistic stamped envelope from Russia issued on 10 April 2014, and some photo’s
Built as a hopper barge under yard no 614 by Lobnitz & Co. Ltd., Renfrew, Scotland for the Cie Universelle du Canal Maritime de Suez, Port Said, Egypt.
23 May 1906 launched as the PRIMUS.
Tonnage 601 gross, dim. 57.6 x 11.0 x 2.7m (draught), length bpp 54.9m.
Powered by a steam engine(s) ?
June 1906 completed.
1910 Renamed in PORTEUR No, 36 by owners.
14 March 1938 Sold to Vayannis Cairactides, Piraeus, Greece for £1,900 and renamed PRODROMOS, She was rebuilt in a tanker by the new owners. Two 3-cyl. Diesel engines, manufactured by Bolinder-Munktell, Sweden, 236 hp, each, twin shafts, speed 9 knots.
Tonnage 877 grt, 424 nrt.
08 November 1940 requisition by Greek Government
April 1941 abandoned by her crew in Selinia, Salamis Island, Greek.
After Athens was occupied by German Forces in 27 April 1941 the PRODROMOS was taken as a prize and transferred to the German Navy, not renamed. In service by the navy as a tanker.
1942 Was the German Mediterranean company Hamburg the owner of the PRODROMOS.
After 14 April 1944 the Russian submarine M-111 on patrol off Cape Tarkhankut, Crimea sighted on 17th April the PRODROMOS escorted by the HELGA a transport. M-111 fired torpedoes which missed their target.
PRODROMOS took part in the evacuation of the German troops and her allies from the Crimea to Constanta in April/May 1944
09 May 1944 sunk by the German Navy at Sevastopol according German sources, the Russian sources give, taken by Soviet shore artillery in Sevastopol, by looking at the photo’s it looks that the German forces put her on fire, but she did not sink and was later taken by the Soviets. Anyhow she looks a complete wreck and she was not used again, most probably scrapped at situ.
Russia stamped envelope 2014.
Sources: Mr. Sitnikov. http://historisches-marinearchiv.de/pro ... _value=475
http://www.miramarshipindex.org.nz
http://www.worldwar2.ro/arr/?article=776

Seute Deern (Three Masted Bark) 1919

Built in Gulfport Shipbuilding Company, Gulfport, Bremerhaven, Germany in 1919; Gt. 721,38, nt. 630,26; 178.58’ x 36.17’ x 14.76’ (draught) [54.43m (61.45m oa) x 11.30m x 4.6m]; wood hull, barque rig with steel spars, 1.107sq.m. sail area; crew: 10.

Built as Elizabeth Bandi for the Marine Company, Mobile, Alabama, U.S., she was originally a four-masted coastal schooner, but later rebuilt as an auxiliary barque. At the time of her construction, there was an enormous need of trading vessels, hence, hundreds of ships were built. But there was a lack of good dry wood for their construction, so many of the ships were built from fresh wood (Pitchpine). This caused some problems, particularly on Elizabeth Bandi’s first voyage. Loaded with wood, the fresh wood that had been used in her construction, started to twist. As well, it was attacked by worms eating the outer planks, causing her to become leaky. The crew constantly manned the pumps to prevent her from sinking, and when they finally made their destination, she needed extensive repairs before she was able to continue.

Until 1931, the Elizabeth Bandi had sailed under the American flag, but was then sold to a Finnish owner
(William Uskanen) and renamed Bandi. As Bandi, she was primarily involved in the wood export to England. The change from the salty American waters, to the north Baltic Sea, was well suited for her hull. The Baltic Sea water did not contain beetles or wood worms. In 1935, she was sold to W. Uskanen, whose company coincidentally, was called Laiva Bandi. The brokerage firm of Yrjaenen & Kumpp of Bereederung, was in charge of her cargoes. But, they soon had problems finding enough cargo for the ship.

She was sold on Nov. 7, 1938 for 26,500 realm Marks to Germany. The new owner, J. T. Essberger of Hamburg, had the four-masted sailing ship overhauled completely to a three-mast bark. The change began Dec. 16, 1938 with Blohm & Voss (Hamburg) and on June 15, 1939, the nearly new sail-school ship, Seute Deeern, was activated. Up to the end of the Second World War the Seute Deern serviced within the Baltic Sea as a freight and training ship. At the end of war, the bark wound up in Luebeck. The shipping company Essberger brought Seute Deern in June 1946, with the help of a tractor, between Travemuende to Schlichting. There, she was converted into a hotel ship. One year later, the Seute Deern was moved to Hamburg and continued to be used as a hotel and restaurant ship, at the famous “couch place” of the old Ferry VII dock.

The Emder Gastwirtin Erna Hardisty bought her and transferred her to Emden, where she was fastened in December 1964.

On June 22, 1966, she was dragged from Emden to Bremerhaven and its new couch place was in Bremerhaven.

In 1972, she was taken over by the German navigation museum and thoroughly restored. In April 1983, she was renovated into a restaurant ship once again and operated by the Hotel Naber.


Germany, 2003, 2.60 €, S.G.?, Scott; ?.

Source: ; http://www.janmaat.de/seuted.
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UNIMAK USS seaplane tender

The full index of our ship stamp archive

UNIMAK USS seaplane tender

Postby aukepalmhof » Sun Sep 13, 2009 8:54 pm

tmp144.jpg
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Built as a seaplane tender by Associated Shipbuilders Inc.,Harbor Island, Seattle, Washington for the USA Navy.
15 February 1942 laid down.
27 May 1942 launched as the USS UNIMAK (AVP-31), sponsored by Mrs. H.B. Berry the wife of Captain H.B.Berry, the personnel officer of the 13th Naval District. Named after the Unimak Bay on the southern side of Unimak Island, Alaska. She was one of the Barnegat class.
Displacement 1.766 tons light, 2.592 tons full load. Dim. 94.7 x 12.5 x 4.1m. (draught).
Powered by two Fairbanks-Morse diesels, 6.080 bhp, twin shafts, speed 18 knots.
Armament 1 – 5 inch, 4 – 40mm AA, 8 – 20mm AA guns, 2 – depth charge tracks and 2 Mousetrap depth charge projectors.
Crew 215 without aviation unit.
31 December 1943 commissioned under command of Commander Hilfort C. Owen.

She carried supplies, spare parts, repairs and berthing for some seaplanes squadron. Aviation bunkers 302.833 liters.
Following shakedown and fitting-out into late January 1944, the small seaplane tender departed San Diego, Calif., on 20 March, bound for the Canal Zone. Arriving at Balboa eight days later, the seaplane tender operated on the Pacific coast of Central America into April, providing logistics support to advanced seaplane bases at Santa Elena Bay, Ecuador, and at Aeolian Bay, Battra Island, in the Galapagos group. She soon shifted to Coco Solo on the Caribbean side of the Canal and transported men and materiel to Barranquilla’s Colombia, arriving there on 25 April.
After escorting SS GENEVIEVE LYKES back to Coco Solo on 23 and 24 June, UNIMAK conducted routine exercises with patrol planes into July. On 4 July, she received reports that a tanker near her position had been torpedoed and headed for the damaged ship. When she arrived on the scene late that day, she found the tanker still underway, making for the Panama coast. She immediately commenced screening the disabled ship and, aided by an escort of Army and Navy planes, shepherded the tanker safely to Colon late on the following afternoon.
Soon thereafter, UNIMAK shaped her course towards the last reported position of Navy blimp K-58. At 1532 on 9 July the seaplane tender sighted two yellow rubber rafts and the wreckage of the crashed blimp floating on the water. At 1558, UNIMAK took on board nine survivors and sank the unsalvageable blimp by collapsing the bag with 40-millimeter gunfire; the ship then landed the survivors at Portland Bight, Jamaica.
A few days later, on 12 July, UNIMAK joined with JOHN D. EDWARDS (DD-216) in hunting for a submarine reported to be lurking nearby. Within a few days, word of a crashed plane sent the two ships speeding for the last reported position of an aircraft. UNIMAK located only wreckage and one body and buried it at sea on 16 July.
UNIMAK remained in the Caribbean through the autumn, tending patrol planes, conducting logistics support missions for advanced seaplane bases, and occasionally towing targets for the patrol planes training in the area. On 15 December, ROCKAWAY (AVP-29) relieved UNIMAK, releasing her to steam north via Norfolk to Boston, Mass.
Arriving there at the end of December 1944, UNIMAK underwent availability at the Boston Navy Yard for the entire month of January 1945. She got underway for England on 14 February, but an engineering casualty forced the ship to return to Boston for a major propeller shaft alignment which lasted into March.
On 7 April, UNIMAK got underway for the British Isles and proceeded, via Bahia Praia in the Azores, to Bristol, on the first of two voyages to England to bring back supplies and men from decommissioned Navy patrol plane squadrons in the British Isles. On the second voyage, from 5 to 15 June, UNIMAK transported the men and materiel of Patrol Bomber Squadrons 103 and 105 from Bristol to Norfolk.
Departing Hampton Roads on 20 July, bound for the west coast, the ship transited the Panama Canal on the 26th and arrived at San Diego on 3 August. She got underway for Pearl Harbor on the 12th. The seaplane tender subsequently operated in the Hawaiian chain until 7 September when she headed for the Aleutians.
She operated in northern climes (calling at Adak, Kodiak, and Attu, Alaska; and once at Petropavlovsk Siberia) into November of 1945 before heading southward to prepare for inactivation. Subsequently reporting to Commander, 19th Fleet, in December, UNIMAK was decommissioned on 26 July 1946. She remained in reserve until transferred to the Coast Guard on 14 September 1948.
She served the Coast Guard as UNIMAK (WAVP-379).
The UNIMAK was home ported in Boston from 3 January 1949 to 1 September 1956 and used primarily for law enforcement, ocean station, and search and rescue operations. In June 1956, she patrolled the Newport, RI to Bermuda race. She was subsequently stationed at Cape May, NJ from 1 September 1956 to 7 August 1972 and used primarily for training reservists, including training cruises to Brazil and Nova Scotia. She took part in the cadet cruise of August 1965. On 7 March 1967 she rescued six Cuban refugees in the Yucatan Channel. On 10 March 1967 she rescued survivors from F/V BUNKIE III in Florida waters. Five days later, she rescued 12 Cuban refugees who were stranded on an island. On 29 May 1969, UNIMAK towed the disabled F/V SIROCCO 35 miles east of Fort Pierce, FL, to safety. On 3 April 1970, UNIMAK stood by the grounded M/V VASSILIKI near Mayaguana Island until a commercial tug arrived.
From 7 August 1972 to 31 May 1975, the UNIMAK was stationed at Yorktown, VA, and was again used to train reservists. Between 31 May 1975 and August 1977 she was placed out of commission and stored at Curtis Bay. MD. On 22 August 1977, UNIMAK was reactivated and was home ported at New Bedford, MA, until 1988. She was used primarily for fishing patrol.
On 6 October 1980, she seized M/V JANETH 340 miles southeast of Miami, FL, carrying 500 bales of marijuana. On 14 October 1980, she seized P/C RESCUE carrying approximately 500 bales of marijuana and P/C SNAIL with two tons of marijuana in the Gulf of Mexico. Three days later, she seized M/V AMALAKA southwest of Key West, FL, carrying 1,000 bales of marijuana. On 19 October 1980, UNIMAK seized F/V WRIGHT’S PRIDE southwest of Key West, carrying 30 tons of marijuana. In March of 1981, while on an OCS training cruise, UNIMAK intercepted M/V MAYO with 40 tons of marijuana. On 9 December 1982, she towed the disabled F/V SACRED HEART away from Daid Banks, 45 miles east of Cape Cod, in 30-foot seas.
Between 28 January and 9 March 1983, the UNIMAK was again deployed to the Caribbean for law enforcement patrol. On 27 and 28 February 1983, she towed the dismasted WANDERING STAR to Mathew Town, Great Iguana. On 3 March 1983, she towed the disabled M/V YADRINA to Mathew Town. On 30 November 1984, UNIMAK seized the sailboat LOLA 100 miles north of Barranquilla, Colombia, carrying 1.5 tons of marijuana. Another drug bust occurred on 2 November 1985, when the UNIMAK seized tugboat ZEUS 3 and a barge 200 miles south of the Dominican Republic carrying 40 tons of marijuana.
After her return to the Navy in April of 1988, she was expended as an artificial reef off the Virginia coast.
Tuvalu 1990 30c sg579, scott544.
Dictionary of American Fighting Ships. USA Coastguard web-site. http://en.wikipedia.org/wiki/USS_Unimak_(AVP-31)
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