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Stone fishing is a centuries-old tradition in Tahiti that is still occasionally practiced today. In the past, this particular method of fishing allowed small islands to catch enough fish to feed everyone in the community. Now, some of the islands still perform the ritual during grand occasions as a way to celebrate the tradition and invite everyone to partake in the feast that follows.
In French, the technique is called “la pêche aux cailloux.” In Tahitian, it’s known as “te tautai taora ofa’i” (tautai means “fishing instrument,” taora means “thrown,” and ofa’i is the Tahitian word for “stone”).

How Does it Work?
Stone fishing is similar to a cattle drive except the animals being “herded” are underneath the water. Powered by canoes, the locals start by beating the surface of the lagoon with heavy stones tied to ropes made of coconut fiber. This creates a frenzy that frightens the fish, coercing them toward the shore.
Once in shallow water, the canoes form a circle and drop a long line of coconut leaves around the perimeter. With a physical barrier in place, the fish are contained and therefore much easier to catch. Traditionally, the fish were collected in woven baskets made from coconut palms; but today, the fish are also sometimes speared.
The Island of Maupiti
Maupiti, a small island located west of Bora Bora, is home to approximately 1,200 inhabitants. Once every ten years, the entire population of the island takes part in a traditional stone fishing event with over 200 canoes on the water. Check out this video from the event in 2000. Although the narrative is in French, it will give you a great idea of what stone fishing is like.
The island’s most recent stone fishing celebration was the conclusion of a South Pacific UNESCO conference on sustainable development. Afterward, all the fish were released except for one caught by French Senator Richard Tuheiava, a Maupiti native.

French Polynesia 1991 25f/62f sg621/23, scott571/573.
Downloaded from: ... ian-style/ b


Built as a steam trawler under yard no 645 by Cochrane & Sons, Selby for Pioneer Steam Fishing Co. Ltd., Grimsby.
14 August 1915 launched as the NIGHT HAWK.
Tonnage 307 gross, 150 net, dim. 40.23 x 7.31 x 3.90m.
Powered by one 3-cyl. triple expansion steam engine manufactured by C. D. Holmes & Co. Ltd. Hull, 89 nhp, speed ?
January 1916 completed.

14.8.1915: Launched by Cochrane & Sons Ltd, Selby (Yd.No.645) for The Pioneer Steam Fishing Co Ltd, Grimsby as NIGHT HAWK.
1.1.1916: Registered at Grimsby (GY822).
3.1.1916: Completed (Alick (Alec) Black, manager).
2.1916: Sold to The Grimsby Steam Fishing Co Ltd, Grimsby (George E. J. Moody, manager).
3.1916: Requisitioned for war service as a minesweeper (1-6pdr HA) (Ad.No.1936). Employed on escort duties. Based Devonport.
By 12.3.1919: Returned to owner at Grimsby.
1926: Sir George E. J. Moody appointed manager.
7.2.1934: On an Icelandic trip off Isafjord sustained damage after striking an ice flow.
1.1939: Sold to Earl Steam Fishing Co Ltd, Grimsby (Sir Alec Black, manager).
1.6.1940: Requisitioned for war service as an auxiliary patrol vessel (P.No.FY.1858) (Hire rate £86.19.8d/month).
10.1940: Fitted out as a minesweeper. Based Plymouth with M/S Group 76.
8.1941: Sold to North Star Steam Fishing Co Ltd, Aberdeen.
22.9.1941: Grimsby registry closed.
25.9.1941: Registered at Aberdeen (A517).
1944: Employed on auxiliary patrol duties.
1944: Sold to Parkholme Trawlers Ltd, Fleetwood (Harvey Wilfred Wilson, Grimsby, manager). Aberdeen registry closed. Registered at Grimsby (GY15).
1945: Sold to Milford Fisheries Ltd, Milford Haven (Owen W. Limbrick, manager).
8.1946: Returned to owner.
24.8.1948: Landed at Fleetwood (Skipper Arthur Harvey) after nine day trip on herring, 1,350 boxes grossed £2,250.
6.1954: Laid up at Milford due to NCB further increase in price of bunker coal.
29.6.1956: Alongside in Milford. Two men scalded by steam when boiler door joint blew.
2.1959: Sold to Jacques Bakker en Zonen, Bruges for breaking up.
25.2.1959: Last landing at Milford.
28.2.1959: Sailed Milford for Zeebruges.
2.3.1959: Delivered Bruges, and broken up by J. Bakker & Zonen at Zelzate, Belgium, at that time she carried still the name NIGHT HAWK.

Liberia 2015 $30 sg?, scott? ... hawk-gy15/ ... t_hawk.htm


Padi is used for transportation of red clay for pottery in the Barisal area. Heavy block ends, both tall and truncat¬ed on top. Very low freeboard amidships. Covered area over most of the hull. Quarter rudder. Mast stepped in forward third. Crew of 2. Length ca. 13m.

Bangladesh2013;100,0; Ms.SG? Source: A Dictionary of the world’s Watercraft from Aak to Zumbra.

Panshi Bangladesh/India

Water-taxi, fishing boat, ferryboat, and produce carrier of the Ganges River and Delta. Carvel planking fastened with staples; sides teak, bottom ironwood; rounded hull without keel. Long, overhanging spoon bow and stern formed from heavy, squared stem and sternpost; bow low, stern higher and broader. Generally undecked except at the ends. Those carrying jute and rice have a large, built-up house; cargo area lined with tin sheets; sides and roof of bamboo. Passenger panshis have a cabin with sides of wood or tin; a large type may be called a kuthir-pansi. Steered with either an oar or tall, balanced rudder; steering platform built above the cabin. Rowed by 6 oarsmen seated forward,poled,or sailed, setting 1-2 square sails. Average 5-6 in crew: Reported lengths 6-20m; West Bengal fishing panshi length 8.2m, beam 2.28m, depth 0.9m; shallow draft. The Pabna panshi is a long, narrow boat used in local: boat races.

Bangladesh2013;100,0; Ms.SG? Source: A Dictionary of the world’s Watercraft from Aak to Zumbra.


Built as a cargo vessel under yard no 605 by Sir James Laing & Sons at Deptford, Sunderland for their own account.
18 August 1904 launched as the WONGA FELL.
Tonnage 3,998 gross, 2,583 net, dim. 109.0 x 14.78 x 5.60m.
Powered by one 3-cyl triple expansion steam engine manufactured by G Clark Ld. Sunderland, 361 nhp., speed 10 knots.
October 1904 completed.

After completing chartered by W.S. Fell Co. Ltd., Sydney, NSW, Australia.
28 November1904 she sailed on her maiden voyage from London to Freemantle, Australia, where she arrived in January 1905.
1906 Was she bought by W.S. Fell & Co. Ltd, Sydney not renamed.
1909 Sold to W. Crosby & Co, Melbourne who renamed her in 1910 in WONGANELLA.
During World War I from 18 November 1915 was she requisitioned by the British Admiralty as a decoy or Q- ship
Her armament is not given.
During that time her patrols or voyages were in the Mediterranean she made one round voyage from the UK to Halifax before she was decommissiond.
11 March 1917 on a passage from Malta to Gibraltar at 36 38N 0 13E came under attack of an enemy submarine with torpedoes and gunfire. The following extract from E. Kebble Chatterton’s Q-Ships and Their Story records the action:
On March 11, 1917, the WONGANELLA (Lieut.-Commander B.J.D. Guy, RN) was on her way from Malta to England via Gibraltar, she was shelled by a submarine, and while the ‘panic’ party were getting out the boats, a shell wounded the officer and several of the crew in the starboard lifeboat. Another shell went through the bulwarks of the ship, wounding some men and bursting the steam-pipe of the winch, thus rendering unworkable the derrick used for hoisting out the third boat, and the port lifeboat was also damaged
Shells burst in the well deck and holed the big boat, so in this case, as all his boats were ‘done in’, the captain had to give up the idea of ‘abandoning’ ship. There was nothing for it but to open fire, though it was not easy for orders to be heard in that indescribable din when shells were bursting, steam pouring out form the burst winch-pipe, wounded men in great pain, and WONGANELLA’s own boiler-steam blowing off with an annoying roar
As soon as fire was opened, the submarine dived and then fired a torpedo, which was avoided by WONGANELLA going astern with her engines, the torpedo just missing the ship’s fore-foot by 10 feet. No more was seen of the enemy, and at dusk the armed steam yacht IOLANDA was met, from whom a doctor was obtained, thus saving the lives of several of the wounded
In this engagement, whilst the White Ensign was being hoisted, the signal halyards were shot away, so the ensign had to be carried up the rigging and secured thereto. WONGANELLA was holed on the water-line and hit elsewhere, but she put into Gibraltar on March 13.
After Gibraltar she sailed to Portsmouth where she arrived on 02 April. She made then a round voyage to Halifax, Canada on her return voyage she rescued 30 survivors from the British cargo vessel ELELE which was torpedoed by the U-24 on 18 June 1917 on a voyage from Boston, USA to Liverpool loaded with wheat & munitions.
23 June 1917 arrived at Plymouth. August 1917 decommissioned as a naval crewed vessel and again merchant manned. 1922 registered in Capetown. 1930 Sold to Afrikanska Angfartygs A/B, Gothenburg, Sweden and renamed MAGDA. 31 March 1933 on a voyage from Callao, Peru to Buenos Aires loaded with timber and general cargo she stranded on the Stragglers at the entrance of Smyth Channel, Magallanes. She was wrecked and lost, the crew were rescued by the Chilean cargo vessel DON RICARDO.

Liberia 2015 $30 sg?, scott?
Source: Lloyds Register 1930.


Built as a passenger-cargo vessel under yard No 279 by Workman Clark & Co. Ltd., Belfast for the Orient Steam Navigation Company Ltd. London.
06 July 1909 launched as the ORVIETO, named after a small town in Northern Italy.
Tonnage 12,130 gross, 7,421 net, 7,400 dwt, dim. 163.1 x 19.50 x 11.76m., draught 8.34m.
Powered by two 4-cyl. quadruple expansion steam engines manufactured by the shipbuilder, 14,000 ihp, twin shafts, speed 18 knots.
Passenger accommodation for 235 first, 186 second and 696 third class passengers.
Cargo capacity: 2,690 cubic meters refrigerated.
04 November 1909 completed. Building cost £335,713.

She was built for liner service between London to Brisbane, Australia.
26 November 1909 sailed from London for her maiden voyage to Brisbane.
1913 Was she the first ship of the Orient Line which used the New Farm Warf in Brisbane.
1914 Chartered by the Commonwealth of Australia until 29 December 1914
After two months in Sydney dock being fitted out as a troop transport, she sailed for Egypt on 15 November 1914 with 91 officers and 1,347 men of the AIF (Australian Imperial Force), as part of a convoy of 36 ships escorted by Royal Navy and Japanese cruisers, including HMAS MELBOURNE and HMAS SYDNEY. On board the ORVIETO were Major General W T Bridges and his staff of the 1st Division. This included his chief of staff, Lieutenant Colonel (later General) C B B White, Major (later Major General) J. Gellibrand, Lieutenant (later Lord) R G Casey and official correspondent C E W Bean. The ship also carried the 5th Infantry Battalion and 2nd Field Company. ORVIETO was the first ship of the convoy to leave Sydney and the first to set sail from Western Australia for Europe and led the transports all the way to Egypt
21 October 1914 embarked 5th Infantry Battalion (Victoria) 2nd Infantry Brigade & 2nd Field Company Engineers (Victoria) First Division at Melbourne.
1st November 1914 assembled with the first convoy at King George's Sound, Albany Western Australia in transporting the First Detachment of the Australian and New Zealand Imperial Expeditionary Forces to Egypt.
While calling at Colombo on November 15th, the ORVIETO took on board a number of prisoners from the German cruiser EMDEN which had been disabled and grounded by HMAS SYDNEY after 70 days marauding in the Indian Ocean. The prisoners included the ship's captain (von Müller) and torpedo officer (Prince Franz Josef von Hohenzollern). The Australian troops and German POWs were disembarked on arrival at Suez and the ORVIETO proceeded to London, arriving in January 1915.
January 1915 chartered by the British Admiralty for use as a minelayer, fitted out at Blackwall and armed with 4 – 4.7 inch guns and 1 – 3pdr AA gun. Could carry 300 mines.
06 January 1915 commissioned as HMS ORVIETO.
During 6 voyages she laid 3,000 mines from June 1915 till May 1916 in the waters of the East coast of Great Britain.
25 May 1916 Decommissioned at London, 27 May 1916 recommissioned as an AMC armament increased to 8 – 6 inch and 2 – 6pdr guns.
After she left London she was a unit of the Tenth Cruiser Squadron on the Northern Patrol, she intercepted over 30 foreign merchant ships and sent them in British port to be searched the first six months when in service as a AMC.
23 March 1918 sailed from Liverpool after a refit to commence Atlantic convoy escort duty.
19 October 1919 paid off and returned to owners.
11 December 1918 the Peninsular and Oriental Steam Navigation Company acquires a controlling interest in Orient Steam Navigation Company Ltd.
01 November 1919 after a refit again in the liner service from the UK to Brisbane managed by Anderson Green & Co. Ltd.
August 1930 made her last voyage to Australia and after return laid up at Southampton.
03 April 1931 arrived at Bo’ness and was broken up by P & W MacLellan

Liberia 2015 $30 sg?, scott?
Source: P&O fact sheet. Armed Merchant Cruisers 1878-1945 by Osborne, Spong & Grover.


The full index of our ship stamp archive


Postby aukepalmhof » Tue Nov 24, 2009 8:12 pm

Click image to view full size
Built as cargo and livestock carrier by Harland & Wolff, Belfast for the White Star Lines.
01 January 1889 launched under the name RUNIC.
Tonnage 4.639 gross, 3.122 net, dim. 131.27 x 13.77 x 9.14m.
Powered by one 3-cyl triple expansion steamengine, manufactured by the ships builder, 424 nhp., speed 13 knots.
1889 Completed.

21 February 1889 sailed for her maiden voyage from Liverpool to New York. She and her sister the CUFIC were the first livestock carriers of the White Star Lines.
Carried general cargo outward and returned home with around 1000 life cattle.

1895 Sold to the West India & Pacific SS Co., renamed TAMPICAN.
31 December 1899 transferred to F. Leyland & Co., not renamed.
The same year reboilered, still in the service from Liverpool to New York.
1912 Sold to H.E.Moss & Co., Liverpool, not renamed.
Immediately sold to South Pacific Whaling Co., Christiania (now Oslo), renamed in IMO.
Converted in a whale oil tanker for Antarctic whaling service.

During the First World War was she chartered by the Belgian Relief Commission.
06 December 1917 when she was in ballast steaming across Halifax Bay, Nova Scotia, Canada outward bound with destination New York came she in collision with the French ship MONT BLANC around 08.45 a.m., which was loaded with ammunition and inward bound.
The IMO struck the MONT BLANC abreast of the forward hold, causing some barrels of the 35-ton benzol, carried as deck cargo, to ignite the picric acid in the hold below.
The crew of the MONT BLANC fully aware of the dangers of the cargo on board abandoned the vessel, leaving the blazing MONT BLANC drifting in the stream. The fire attracted many spectators to the waterfront, and she drifted into Halifax’s Pier 6.
Some vessels tried to put a towline on board the burning vessel, and to tow her away from the pier, but at
09.00 the MONT BLANC erupted causing the greatest man made explosion before the Atomic bomb. The blast was felt 120 miles away.
Most part of the densely populated suburb of Richmond was flattened, and within a 16-mile radius 1.630 buildings were destroyed. Only two vessels were lost the MONT BLANC and a wooden schooner the LOLAR, all other damaged vessels in port were later repaired.
Officially 1.963 people were killed, with 9.000 injured and 199 blinded by flying glass, although the casualties aboard the ships in the harbour bring the death toll closer to 3.000.
The captain and the pilot and 5 of de crew of 41 on board the IMO were killed during the explosion, she was hurled across the stream, with most of her upper structure ripped away, and grounded.
After four months the IMO was refloated and towed to New York for repair.
1918 She was rebuilt in a whale factory ship, renamed in GUVERNOREN.

30 November 1921 during heavy fog she ran aground on the rocks at Cow Bay, two miles off Cape Carysfort on East Flakland, all crew were saved.
Salvage attempts were made but the GUVERNOREN was not refloated, and salvage work was halted on 03 December 1921, and she was abandoned to the sea.
Today the wreckage is still there from the waterline up, and lying on her starboard side.

The other ship on fire as seen on the stamp must be the MONT BLANC. The design is wrong, the fire started in the forward hold, and not as seen on the stamp on the afterpart of the vessel.

Built as a cargo vessel under yard No 460 by Sir Raylton Dixon & Co., Ltd. Middelsbrough, U.K. for the Soc. Générale de Transport Maritimes á Vapeur, Marseille.
Launched under the name MONT BLANC.
Tonnage 3.279 gross, 2.251 net, dim. 320 x 44.8 x 15.3ft.
Powered by a triple expansion steam engine 247 nhp. Speed 9.5 knots, one propeller.
June 1899 delivered to owners.

1906 Sold to E. Anquetil, Rouen, France.
1915 Sold to G Petit, Rouen.
1916 Sold to Cie Générale Transatlantique, St Nazaire.

06 December 1917 on a voyage from New York to Halifax under command of Captain Aime Le Medec loaded with a cargo of around 5.000 ton high explosives, she came in collision with the outward bound Norwegian IMO, both ships were under pilot control, and there was plenty of room and it visibility was good.
When both ships approached each other there was a lot of confusion, and a collision happened.
After some barrels of benzol loaded on deck of the MONT BLANC ignited, the crew on board aware of the dangers of the cargo abandoned the vessel and rowed hard for the shore, and just after she landed about 20 minutes later the MONT BLANC did exploded at 09.05 a.m. and she was disintegrated into a mass of wreckage.

Only one men of the crew of the MONT BLANC was lost.

Falkland Islands 2005 £1.20 sg?, scott?

Source: North Atlantic Seaway by Bonsor. Dictionary of Disasters at sea during the age of steam by Hocking. Some web-sites. (A google search gives plenty of sites on this explosion.)
Register of Merchant ships completed in 1899.
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