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.
Other benefits include the availability of a "Packet" for anyone who wants to purchase or sell ship stamps.
Full membership of £17 (UK only) 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.

Battle between HMS Frolic and U.S.S.Wasp 1812

Escorted by the Cruizer class brig-sloop H.M.S. Frolic, a convoy of fourteen British merchant vessels departed the Gulf of Honduras on 12 September 1812, bound for England. Frolic was under the command of Thomas Whinyates.
On 16 October, about 300 miles north of Bermuda, the convoy was scattered by a strong gale. Frolic suffered damage to her rigging, the main yard being carried away. October 17 saw Frolic's crew making good her repairs, and as darkness fell she was re-joined by six of her merchant charges.
Meanwhile, the American sloop of war U.S.S.Wasp had departed the Delaware River on 13 October, running south-east to intercept ships sailing between Great Britain and the West Indies. Wasp had also suffered in the same gale by losing her jib boom. At 11:30 pm on 17 October, the crew of the U.S.S. Wasp alerted their Commander, Jacob Jones, to several vessels sailing downwind to the leeward. The wily Jones stayed his distance until dawn, when he identified them as merchantmen surrounding a Royal Navy brig.
By now the weather had improved, but there was still a strong wind blowing and a fretful sea. Both vessels shortened sail and prepared for action. The crew of Frolic took down the jury mainyard, lashing it tightly to the deck. Since both vessels carried a main armament of short-range carronades, there was no attempt at manoeuvering to gain advantage before the fight; instead, they closed to "within hail", opening fire at 11:30 am, with U.S.S. Wasp to starboard and H.M.S. Frolic positioned to port.
Wasp 's crew fired low into their opponent's hull, whilst Frolic 's gunners fired high into the enemy's rigging in an attempt to destabilise it. The furious action continued, the ships closed, and the American gunners struck Frolic's sides with their rammers.
After just twenty minutes, Wasp 's rigging suffered serious damage, with the main topmast, the mizzen topgallant mast and the gaff being shot away. Virtually every brace was severed, now rendering the ship unmanageable. Frolic suffered even more, with the crew sustaining heavy casualties. Both vessels were now effectively unmanageable. Suddenly, Frolic collided with Wasp, which now fired a final devastating broadside. The superiority of American gunnery was widely accepted by both sides, although the Americans applauded the courageous fight put up by the British.
At precisely 11:52 am, American sailors boarded H.M.S. Frolic to discover half the crew either dead or wounded and all British officers dead. By contrast, the Americans had suffered just ten casualties.
Just after the fighting ceased, both the Frolic 's masts collapsed. An American prize crew boarded her and attempted to repair her rigging. A few hours later H.M.S. Poictiers hove into view, a British ship of the line commanded by Captain Sir John Beresford. Frolic was still rendered unmanageable, but with its damaged rigging U.S.S. Wasp was soon overtaken and she was forced to surrender in the face of impossible odds. Captain Beresford was expected to join the fleet blockading the American coast, but he now deemed it vital to marshal Frolic 's convoy for safe conduct to Bermuda.
Master Commandant Jacob Jones and his crew were soon to be released in a prisoner exchange. He was subsequently promoted and appointed to the command of U.S.S . Macedonian, which had been captured from the Royal Navy on 25th October. Jones later served as second in command to Commodore Isaac Chauncey, commander of the naval forces on Lake Ontario. H.M.S. Frolic was sadly broken up in November 1813, her severe damage rendering her incapable of ever fighting again, whilst Wasp briefly served in the Royal Navy as H.M.S. Peacock, she in turn being wrecked in 1814.
The design stamp is made after mirror painting of Roy Cross:”British brig the “Floric”,battles the American Cruiser “Wasp” 18 October 1812”
Mali 2017;500f; ource:www.richardjoslin.com/print-view.php?The Naval Action Between U.S.S i Wasp i H.M.S. i Frolic i 18th October 1812 101.

CHINESE JUNK

Micronesia issued in 1997 a miniature sheet of the “Return of Hong Kong to China, in a continuous design, on the ms a Chinese junk is depict see: viewtopic.php?f=2&t=14069&p=15794#p15794

Micronesia 1997 60c sgMS/, scott 259 b,c,e,f.

HMS Shannon captures USS Chesapeake,1813

On 9 April 1813 the U.S. Frigate Chesapeake returned to Boston after a cruise against British commercial shipping. Over the next several weeks she was refitted and received a new Commanding Officer, the recently promoted Captain James Lawrence. Many of her officers were replaced and a large percentage of her crew was newly enlisted. Though the ship was a good one, with a well-seasoned Captain, time would be necessary to work her men into a capable and disciplined combat team. However, the time was not available. Blockading off Boston was HMS Shannon, commanded for the past seven years by Captain Philip Broke, whose attention to gunnery practice and other elements of combat readiness was extraordinary. Shannon and Chesapeake were of virtually identical strength, though the American ship's crew was rather larger, and a duel between the two was attractive to both captains. Broke even issued a formal challenge, though it did not reach Lawrence, whose previous experience with British warships had convinced him that they were not likely to be formidable opponents. Chesapeake left Boston Harbor in the early afternoon of 1 June 1813. The two ships sailed several miles offshore, where Shannon slowed to await her opponent, who approached flying a special flag proclaiming "Free Trade and Sailors' Rights" in recognition of America's prewar grievances against British policies. Though Lawrence had a brief opportunity to rake, he did not do so, but closed to place his port broadside against Shannon's starboard battery. Somewhat before 6 PM the ships opened fire, both hitting, but the British guns did more damage and produced crippling casualties on Chesapeake's quarterdeck. Captain Lawrence was mortally wounded by small arms fire and had to be taken below, giving his final order "Don't give up the ship!" The American ship was soon out of control. The two frigates came together. Captain Broke led his boarding party onto Chesapeake's quarterdeck, where they met fierce but disorganized resistance. Assisted by cannon and small arms fire from on board Shannon, they soon gained control above decks, though Captain Broke was badly wounded in the process. Some fifteen minutes after the battle began, Chesapeake was in British hands. Casulaties were heavy: more than sixty killed on Chesapeake; about half that many on Shannon. The latter's cannon had made more than twice as many hits, and her boarding party demonstrated decisive superiority in hand-to-hand fighting. The action, which greatly boosted British morale, provided another of the War of 1812's many convincing examples of the vital importance of superior training and discipline in combat on sea and land.
Mali 2017;840f;SG?
Source:www.ibiblio.org/hyperwar/OnlineLibrary/photos/events/war1812/atsea/ches-sn.htm

PK 10/130 UMS 1000 fire fighting boat

Ukraine issued in 2017 four stamps with firefighting craft of which one shows us a fire fighting and rescue boat in use in the Ukrainian waters.

The craft depict is the PK 10/130 (UMS 1000) which is sold by the Kompaniyatital 000 at Kiev. If they are the builder of the boat I am not sure, but I believe she are the agent for the builder.
Displacement 7000 kg. Full weight 3,500 kg. dim. 10.6 x 3.2 x 3.5m.
Powered by two Volvo Penta diesel engines each 330 hp, speed 45 knots.
For oil fighting she has a foam bag of 200 kg. and one fire pump.
Crew 8

Source: various internet sites.
Ukraine 2017 5k00 sg?, scott?

TRAUNSEE and paddlesteamer GISELA

By the issues is given:

About 35 Years UNPA at the Traunsee (1982 – 2017) - (Sheetlet Mint)
On 24 August 2017, UNPA will issue a personalized special event sheet celebrating “35 years UNPA at the Traunsee”. The sheet is composed of ten different € 0.68 denominated stamps. The stamps and the background image feature views of the Lake Traunsee, the City of Gmunden, the Castle “Schloss Ort” as well as the Villa Toscana. United Nations cancellations from the year 1982 are depicted on the tabs.
https://www.wopa-plus.com/en/stamps/product/&pid=38870#

The sheetlet has three maritime theme stamps, Two stamps shows us a paddlesteamer on the lake and a sail-yacht of the latter I do not have any information. The paddlesteamer must be the GISELA, the only old paddlesteamer on the lake, comparing the stamps with photos of the GISELA she is the vessel.
Her details and history are given on: viewtopic.php?f=2&t=12854&p=15702&hilit=gisela#p15702

United Nations 2017 0.68Euro sgMS?, scott?

Transfer of the Portuguese Court to Brazil.1808

In 1807, at the outset of the Peninsular War, Napoleonic forces invaded Portugal due to the Portuguese alliance with the United Kingdom. The prince regent of Portugal at the time, John VI, had formally governed the country on behalf of Maria I of Portugal since 1799. Anticipating the invasion of Napoleon's army, John VI ordered the transfer of the Portuguese royal court to Brazil before he could be deposed. Setting sail for Brazil on November 29, the royal party navigated under the protection of the British Royal Navy, and eight ships of the line, five frigates, and four smaller vessels of the Portuguese Navy, under the command of Admiral Sir Sidney Smith. On December 5, almost halfway between Lisbon and Madeira, Sidney Smith, along with Britain's envoy to Lisbon, Lord Strangford, returned to Europe with part of the British flotilla. Graham Moore, a British sailor and career officer in the Royal Navy, continued escorting the Portuguese royal family to Brazil with the ships Marlborough, London, Bedford, and Monarch. On January 22, 1808, John and his court arrived in Salvador, Brazil. There, Prince John signed a law opening commerce between Brazil and "friendly nations" such as the United Kingdom. This new law, however, broke the colonial pact that had permitted Brazil to maintain direct commercial relations with Portugal only. Secret negotiations at London in 1807 by Portuguese ambassador Domingos António de Sousa Coutinho guaranteed British military protection in exchange for British access to Brazil's ports and to Madeira as a naval base. Coutinho's secret negotiations paved the way for Prince John's law to come to fruition in 1808. On March 7, 1808, the court arrived in Rio de Janeiro. On December 16, 1815, John created the United Kingdom of Portugal, Brazil and the Algarves (Reino Unido de Portugal, Brasil e Algarves), elevating Brazil to the same rank as Portugal and increasing the administrative independence of Brazil. Brazilian representatives were elected to the Portuguese Constitutional Courts (Cortes Constitucionais Portuguesas). In 1815, in the aftermath of Napoleon's defeat and the meeting of the Congress of Vienna convened to restore European political arrangements, the Portuguese monarch declared Brazil a co-equal to Portugal to increase Portugal's bargaining power. In 1816, with the death of Queen Maria, Prince John became king of the United Kingdom of Portugal, Brazil and the Algarves. After several delays, the ceremony of his acclamation took place in Rio de Janeiro in 1818. Owing to the absence of the king and the economic independence of Brazil, Portugal entered a severe political crisis that obliged John VI and the royal family to return to Portugal in 1821, otherwise he risked loss of his Portuguese throne. The heir of John VI, Pedro I, remained in Brazil. The Portuguese Cortes demanded that Brazil return to its former status as a colony and the return of the heir to Portugal. Prince Pedro, influenced by the Rio de Janeiro Municipal Senate (Senado da Câmara), refused to return to Portugal during the Dia do Fico (January 9, 1822). Brazil declared its independence on September 7, 1822, forming the Empire of Brazil, ending 322 years of colonial dominance of Portugal over Brazil. Pedro was crowned the first emperor in Rio de Janeiro on October 12, 1822, taking the name Dom Pedro I.
Mali 2017;600f;SG?
Source:wikipedia.org/wiki/Transfer of the Portuguese Court to Brazil
$post_attachment_names[$j]$post_attachment_names[$j]$post_attachment_names[$j]$post_attachment_names[$j]$post_attachment_names[$j]$post_attachment_names[$j]$post_attachment_names[$j]

Regal Princess

The full index of our ship stamp archive

Regal Princess

Postby john sefton » Fri Nov 27, 2009 7:51 pm

SG1672 ms.jpg
SG1672ms
Click image to view full size
She was built in 1991 by the Fincantieri shipyard in Monfalcone, Italy as Regal Princess for Princess Cruises brand. Although completed for Princess Cruises, the ship had originally been ordered by Sitmar Cruises.
Following delivery the Regal Princess sailed to New York City, where she was officially named by the former UK Prime Minister Margaret Thatcher in on 8 August 1991. Subsequently the Regal Princess entered service by joining her sister ship Crown Princess in cruising out of Fort Laurendale to the Caribbean during the northern hemisphere winter, transferring to the Alaskan trade for the summer months.
In 1992 the ownership of the vessel was transferred from Astamar to Princess Cruises and she was transferred from the Italian registry under Liberian flag.
During June 1998 during a series of cruises to Alaska, a large number of passengers on the Regal Princess were affected by a viral infection, some seriously. Following failed attempts to control the infections while retaining the ship in service, the ship was withdrawn from service for a week from 5 July 1998 onwards. During this time all linen, towels and surfaces the passenger might come in contact with were disinfected by utilising ultraviolet light and chlorine solutions, destroying the source of the infections.
In 2000 the Regal Princess received a major refurbishment.
From the same year onwards she spent the southern hemisphere summer months cruising out of Sydney, taking over Princess Cruises' Australian itenaries following the transfer of another former Sitmar ship, the Sky Princess, to P&O Cruises Australia as Pacific Sky.
While on a cruise from Sydney to destinations in Asia on 15 March 2001, the Regal Princess experienced difficulties when entering the port of Cairns, due to high winds. While she made it safely to the harbour, it was decided to postprone her departure by eight hours, allowing the winds to subdue and more favourable tidal conditions. Despite these precautions the Regal Princess was grounded while outbound from Cairns, but was able to free herself under her own power after just four minutes. The ship then returned to Cairns for preliminary inspections. Due to sea conditions the hull of the ship could not inspected by divers in Cairns, and the ship was allowed to sail to Darwin for a full inspection of the hull. In Darwin minor damage to the ship's bulbous bow was discovered, but this did not threathen her safety and the Regal Princess was cleared to continue her cruise. A subsequent study to the causes of the accident concluded the Regal Princess was too large to safely traverse the narrow channel leading in Cairns, and that "commercial incentives -- may have influenced the approval process to exceed the limits of a reasonable safety envelope."
Despite these finding the Regal Princess again visited Cairns on 25 February 2002, entering and exiting the port without problems.
For the 2003 northern hemisphere summer season the Regal Princess was repositioned for cruises on the Mediterranean and Baltic Sea.
While on a repositioning cruise from Copenhagen to New York in August 2003 a number of passengers and crew on board the Regal Princess were infected by the Norwalk virus. The number of infected people on board eventually rose to 217, and the decision was made for the ship to drop planned calls in Greenland and Newfoundland in favour of sailing directly to New York. By the time the ship arrived in New York on 2 September 2003, one day ahead of schedule, only four people on board were still suffering from the virus. The ship was again disinfected and was able to depart on her next scheduled cruise without problems.
In 2004 the Regal Princess was planned to join her sister ship A'Rosa Blu (ex-Crown Princess) in the fleet of A'Rosa Cruises, P&O Cruises' brand aimed at the German market, but the transfer was cancelled following the sale of A'Rosa Cruises to Arkona 2003.
In late 2006 the Regal Princess was due to transfer to the fleet of Ocean Village, but this too was cancelled. Instead, the Regal Princess was transferred to the fleet of P&O Cruises Australia in late 2007.
Following an extensive refurbishment, the Regal Princess was renamed Pacific Dawn on 8 November 2007.

Various web sites.
Marshall Islands SG1672
john sefton
 
Posts: 1762
Joined: Sun Mar 22, 2009 1:59 pm

Re: Regal Princess

Postby D. v. Nieuwenhuijzen » Mon Nov 13, 2017 10:29 am

regal princess z.jpg
Click image to view full size
Panama 1999, B.0.35, StG.?
D. v. Nieuwenhuijzen
 
Posts: 737
Joined: Fri Sep 24, 2010 7:46 pm


Return to Ship Stamps Collection

Who is online

Users browsing this forum: Google Adsense [Bot], Yahoo [Bot] and 110 guests