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.

HENLEY REGATTA

The one hundredth Royal Canadian Henley Regatta will take place at St. Catharines, Ontario, from 4 to 8 August 1982. Named after its British counterpart, the Henley is the largest regatta in Canada. The International Rowing Federation recognizes the Henley as a world status regatta, the only one in North America to boast this distinction. In 1981, 1,300 rowers from 96 clubs in six countries participated. For the centennial, officials estimate that 2,500 male and female athletes from 200 clubs in 15 countries will compete. Spurred on by the exploits of Ned Hanlan and others, rowing attained great popularity in Canada during the last quarter of the nineteenth century. As a result of betting and other shenanigans, however, professional rowing gained a certain notoriety in the eyes of those who idealized amateurism. In 1880 a group of such individuals founded the Canadian Association of Amateur Oarsmen (CAAO), now known as the Canadian Amateur Rowing Association. The same year, on Toronto Bay, the Association sponsored an amateur championship regatta, the forerunner of today's Royal Canadian Henley Regatta. Subsequently, Hamilton, Lachine, Ottawa, Brockville, and Barrie as well as Toronto hosted the event. Tired of this nomadic existence, the CAAO sought a permanent regatta location and in 1903 found it the old Welland Canal. It met the specifications for a one-and-a-half-mile straight stretch of water, protected from the wind and easily accessible to Canadian and American oarsmen and spectators. In 1903 Ned Hanlan himself said this course was one of the finest he had ever seen. It has greatly improved since then. The federal government has dredged it twice. In all aspects, it has attained the qualities of a first-class international rowing course, a fitting locale for an event such as the Henley. The illustration for the stamp by Tom McNeely of Toronto depicts the dramatic finish of a race of fours (four-man racing shells, one sweep oar per man) before the judge's tower on the present Henley course near St. Catharines, Ontario. The stamp was designed by Ottawa graphic artist Bernard Reilander.

Canada 1982 30c sg, scott968
Source: Canada Post stamp press release.

TRAITÉ DE ROME yacht

The yacht depict on this Belgium stamp is the TRAITE DE ROME. Belgium issued in 1982 four stamps and a mint sheet for the promotion of the sport.
Built on the yard of Royal Huisman Shipyard in Vollenhove, Netherlands for the German industrialist Willie Illbruck.
The yacht was designed by Sparkman & Stephens.
Displacement 12.65 ton, dim. 15.6 x 3.99 x 2.34m.
Aluminium hull.
Ballast 7.57 ton.
Sail area 940 m².
1975 delivered to owners as the PINTA.
In 1969, Illbruck named his first sailing yacht PINTA III. The inspiration for the name was the historical PINTA, the fastest of the ships used by Christopher Columbus on his voyage to America.
1976 Was she bought or chartered by the Sail for Europe Associated, renamed in TRAITÉ DE ROME with sail No EUR 1 and under EU flag, in celebration of the 20th anniversary of the founding documents for the European Union in 1957. With a crew of 9, one of each country of the European Union, which then had 9 country members. Under the Belgian skipper Philippe Hanin she took part in the second Whitbread Race in 1977-78 finished as third.
After her return to Europe she embarked on a two year tour of major European harbours, finishing in Athens to celebrate the conclusion of negotiations for Greece to join the EU.
1981/82 Under the Italian skipper Antonio Chioatto she raced again in the Whitbread race in which she finished as no 14th.
Thereafter sailed by volunteers of Sail for Europe and took part in some regattas.
http://www.traitederome.de/tx_nn.htm gives then that she was sold around 1983 but not an exact date and name of new owners are given.
2008 She has made a Tour of Europe from April to December.
The site: http://en.nauticwebnews.com/1338/volvo- ... nds-entry/ gives then that in November 2011 she will be at the Legends Regatta in Alicante, Spain, under skipper Philippe Hanin and under the European flag.
Who has more information on her ownership after 1983?

Belgium 1982 50 + 14Fr sg2689, scottB1012, sgMS 2690 25f, scott?

PRINCEFOIL hydrofoil

The hydrofoil depict on this stamp is one of the PT-50 type and identified as the PRINCEFOIL by members of Watercraft Philately.
Built as a hydrofoil under yard No 65 by Cant. Navali L. Rodriques, Messina, Italy for Det. Stavangerske Dampskibsselskab, Stavanger, Norway.
30 April 1960 launched as the VINGTOR named after a Norwegian mythology figur.
Tonnage 131 grt, 71 net, 14dwt., dim. 27.80 x 6.11 x 3.51m., over foils 10.70m., draught 3.5m, foil- born 1.42m.
Powered by two Daimler-Benz 12-cyl. diesel engines, 2,700 shp, speed 40.0 knots.
Fitted out with 105 reclining aircraft-style seats, 11 in a small cabin on main deck and 38 and 56 in the lower and forward and aft saloons.
Crew 4 and 2 hostesses.
May 1960 delivered to owners during a ceremony in the Straits of Messina. Building cost NOK 3 million.

She was shipped from Italy as deck cargo to Norway.
15 June 1960 in the service between Stavanger and Bergen a distance of 108 mile. The voyage took 3.5 hours. She was only used during the spring till autumn season and during the winter months out of service and laid up in Stavanger.
April 1974 Operation and ownership transferred to Flagruten ANS, Stavanger and renamed PRINCEFOIL.
31 May 1974 laid up in Stavanger.
27 July 1974 sold to Wonder Shipping Company Ltd, Limassol, Cyprus
August 1974 in service between Larnaka, Cyprus and Lebanon.
1978 Sold to Aliscafi S.N.A.V.,S.p.A. Messina, Italy, renamed FRECCIA DEL SUD.
Used as a supply vessel by Agip the Italian petrol company on offshore duties in the Adriatic. For this purpose the luggage compartments aft on deck had been removed and replaced by a platform capable of carrying up to seven tons of cargo.
2015 According Equasis still in service, same name and owned by same owners, Italian flag and registry, IMO No 5381368.

Cyprus (Turkey) 1978 100k sg66, scott58.

Source: Watercraft Philately 1983/69. Internet. http://www.skipsarkiv-rogaland.net/fart ... ersion.htm

Witched Canoe (Popular Canadian Folk Tale) 19th Century

“La Chasse-galerie” also known as "The Bewitched Canoe" or "The Flying Canoe" is a popular French-Canadian tale of “voyageurs” who make a deal with the devil, a variant of the Wild Hunt. Its most famous version was written by Honoré Beaugrand (1848–1906). It was published in The Century Magazine in August 1892.

This particular story can be traced back to a French legend about a rich nobleman named Gallery who loved to hunt. He loved it so much that he refused to attend Sunday mass. As punishment for this sin he was condemned to fly forever through the night skies, chased by galloping horses and howling wolves, in a fashion reminiscent of the Wild Hunt.

When French settlers arrived in Canada, they swapped stories with the natives and the tale of Gallery was combined with an Indian legend about a flying canoe.

After a night of heavy drinking on New Year's Eve, a group of “voyageurs” working at a remote timber camp want to visit their sweethearts some 100 leagues away (300 miles). The only way to make such a long journey and be back in time for work the next morning is to run the “chasse-galerie”. Running the “chasse-galerie” means making a pact with the devil so that their canoe can fly through the air to their destination with great speed. However, the travellers must not mention God's name or touch the cross of any church steeple as they whisk by in the flying canoe. If either of these rules are broken during the voyage, then the devil will have their souls. To be safe, the men promise not to touch another drop of rum to keep their heads clear.

The crew take their places in the canoe which then rises off the ground, and they start to paddle. Far below they see the frozen Gatineau River, many villages, shiny church steeples and then the lights of Montreal. The bewitched canoe eventually touches down near a house where New Year's Eve festivities are in full swing. No one wonders at the trappers'/loggers' sudden arrival. They are embraced with open arms and soon are dancing and celebrating as merrily as everyone else. Soon it is late and the men must leave if they are to get back to camp in time for work. As they fly through the moonless night, it becomes apparent that their navigator had been drinking as he steers the canoe on a dangerously unsteady course.

While passing over Montreal they just miss running into a church steeple, and soon after the canoe ends up stuck in a deep snowdrift. At this point the drunken navigator begins swearing and taking the Lord's name in vain. Terrified the devil will take their souls, the men bind and gag their friend and elect another to steer. The navigator soon breaks his bonds and begins swearing again. The crew become more and more shaken at the possibility of losing their souls, and they eventually steer the bewitched canoe right into a tall pine. The men spill out and are knocked unconscious. The ending of the story changes from version to version. Sometimes the men are condemned to fly the canoe through hell and appear in the sky every New Year's Eve, but in all but one version all escape the terms the devil made.

Several different versions of this tale exist. An Acadian version involves an axe handle. It stretches to accommodate as many as climb on.

Another variation has the devil himself steering and deliberately trying to break the rules on the return journey, at which point they threw him out of the canoe to save themselves.

In English this particular legend is known as "The Canoe", or "The Wild Hunt Bewitched". The second name is used to translate precisely “chasse-galerie” as it is known in Canadian French; the other term is much broader.

In Quebec, the best-known version is written by Honoré Beaugrand. This is the story of the Gatineau loggers who make a pact with the devil in order to steal a boat so they can visit their women. They are warned, however, not to blaspheme during the voyage, or touch crosses atop church steeples, and they must be back before six o'clock the next morning. Otherwise they would lose their souls. Beaugrand was a Freemason Luciferian. Luciferians were inspired by the ancient myths of Egypt, Rome and Greece, Gnosticism and traditional Western occultism. They considered Lucifer as an angelic light bearer. In his version, the devil (Lucifer) is rather generous, and allows the men to return unhurt and undamaged.

The tale appeared in a book of French-Canadian folktales called Legends of French Canada by Edward C. Woodley, published in 1931, republished in 1938. The tale is told as a recollection of one of the men who made chasse-galerie. The men travel from St. Maurice to St. Jeanne. The return accident is credited to whiskey-blanc.

An earlier volume in English, entitled The Flying Canoe (La Chasse-Galerie) was written by J.E. Le Rossignol, by Mc Lelland and Steward Publishers in 1929. In it, thanks is given (with no further publication information) to "the Toronto Star Weekly, and the Canadian Home Journal for their courteous permission to republish certain stories which appeared originally in these journals."


One of the oldest rides at Montreal's La Ronde amusement park, La Pitoune, uses this legend as inspiration. It is a basic sawmill log ride, but overhead is a representation of the flying canoe, with the devil perched behind the terrified men. The high bench at the back of the log-cars is therefore referred to as "the devil-seat."

During the Opening Ceremony for the 2010 Winter Olympics in Vancouver, a canoe containing fiddler Colin Maier was lowered from the ceiling in an allusion to the legend.

Canada 1991, S.G.?, Scott: 1334.

Source: Wikipedia.

U-99 submarine

Built as one of the Type VIIB submarines under yard No 593 by F. Krupp Germaniawerft AG, Kiel, Germany for the German Navy.
15 December 1937 ordered.
31 March 1939 keel laid down.
12 March 1940 launched as the U-99.
Displacement 753 ton surface. 857 ton submerged. Dim. 66.6 x 6.2 x 4.74m. Length bpp 48.8m.
Powered diesel electric by two 6 cyl. 4 stroke F46 diesel engines, total 2,800-3,200 bhp., and 2 AEG electro motors GU 460/8-276 totalling 750 shp., speed surface 17.9 knots, submerged 8 knots.
Range by a speed 10 knots, 9,400 mile and submerged by a speed 4 knots, 90 mile.
Test depth 220 metre.
Armament 5 – 53.3 cm torpedo tubes, four bow one stern. Carried 14 torpedoes or 26 TMA mines. 1 – 8.8 cm deck gun and various AA guns.
Crew 40 – 60.
18 April 1940 commissioned under command of Kptit Otto Kretschmer.
From 18 April 1940 till 30 June 1940 training as a unit of the 7 Flottille. Then in active service.
Made 8 war patrols in which she sunk 35 ships, 3 auxiliary warships, captured 1 ship and damaged 5 other ships. Wikipedia has more on this sinking’s http://en.wikipedia.org/wiki/German_sub ... U-99_(1940)

Attacks on this boat and other events as given in http://uboat.net/boats/u99.htm
21 Jun 1940
while inbound to Bergen with a medical casualty U-99 sailed into the path of the German battlecruiser Scharnhorst, whose Ar196 scout plane mistook the boat for a British submarine and attacked, causing damage that forced the boat back to Germany for repairs. (Sources: Blair, vol 1, page 171)
23 Jun 1940
The already damaged boat was returning from Bergen to Wilhelmshaven when bombed by aircraft twice this day, but only minor damage was caused. (Sources: Ritschel)
29 Jun 1940
In diving to escape an attack by a German aircraft which dropped three bombs, the boat suffered minor damage on striking the seabed. It continued the patrol after repairing the damage while settled on the bottom. (Sources: Ritschel)
7 Jul 1940
At 14.14 hours the boat tried to stop the armed merchant Manistee with gunfire after missing her with a G7e torpedo at 14.01 hours. No hits were scored in the gun duel, but the Germans broke off the attack when shots fell within 100-200m of U-99. (Sources: Ritschel)
8 Jul 1940
After a successful attack on convoy HX 53 south of Fastnet, escorts dropped a total of 107 depth charges over 14 hours, but the boat escaped unscathed. (Sources: Ritschel)
31 Jul 1940
Following a successful attack on convoy OB 191, escorts dropped 20 depth charges but U-99 escaped unscathed. In the evening the boat surfaced to attack the convoy again, but was twice forced to dive and bombed by a flying boat, again without being damaged. (Sources: Ritschel)
27 Sep 1940
During a night air raid on Lorient, two bombs fell close to the moored boat and debris caused slight damage to the deck. (Sources: Ritschel)
General notes on this boat
12 Jul 1940. On 12 July, 1940, the Estonian steamer Merisaar was ordered by U-99 to sail to Bordeaux, France (the port was then already under German control). Her captain complied but on the way there she was sunk (on July 15th) by bombs from a German aircraft south of Queenstown.
3 Nov 1940. At 2250hrs on 3 November, 1940, one of the most dramatic battles of the U-boat war began. U-99 attacked the armed merchant cruisers HMS Laurentic and HMS Patroclus. They were both sunk within seven hours, during which the U-boat fired ten torpedoes and four rounds from the deck gun, while the vessels returned fire without damaging the U-boat.
Men lost from U-boats
Unlike many other U-boats, which during their service lost men due to accidents and various other causes, U-99 did not suffer any casualties (we know of) until the time of her loss.
FATE.
On 17 March 1941, U-99 had just fired the last of her torpedoes and sunk KORSHAMN when the Watch Officer spotted a destroyer, south-east of Iceland in approximate position
61°N 12°W61°N 12°W. He immediately ordered a dive, contrary to Kretschmer's standing orders, but once the boat was under it was quickly fixed on ASDIC and attacked by HMS WALKER AND VANOC. U-99 was driven deep by the attack but was nonetheless severely damaged. Kretschmer had no choice but to surface; immediately a barrage of fire greeted the boat. Kretschmer sent a message to Donald Macintyre, WALKER’s captain, "CAPTAIN TO CAPTAIN. I AM SUNKING [sic] PLEASE RESCUE MY CREW." He then ordered that the boat should be scuttled. 40 crew, including Kretschmer, were rescued to become POWs, while three crewmen lost their lives. Macintyre took Kretschmer's binoculars as a souvenir.

Chad 2015 2000F sgMS?, scott? (In the margin of the sheet is also U-99 depict..)
Sources’ U-boat net and Wikipedia.

Tunku Abdul Rahman KD (Submarine) 2009

KD Tunku Abdul Rahman is a Scorpène-class submarine built for the Royal Malaysian Navy by DCNS in Cherbourg and Navantia company in Cartagena, Spain. The fore section was built at DCNS and joined to the aft section, which was built by Navantia. On 3 September 2009, Tunku Abdul Rahman arrived in Malaysia 54 days after sailing from Toulon for her new home.

She was named after Tunku Abdul Rahman Putra Al-Haj ibni Almarhum Sultan Abdul Hamid Halim Shah, (8 February 1903 – 6 December 1990) was Chief Minister of the Federation of Malaya from 1955, and the country's first Prime Minister from independence in 1957. He remained as the Prime Minister after Sabah, Sarawak, and Singapore joined the federation in 1963 to form Malaysia. He is widely known simply as "Tunku" or "The Tunku" (a princely title in Malaysia) and also called “Bapa Kemerdekaan” (Father of Independence) or “Bapa Malaysia” (Father of Malaysia).

She was ordered ; June 2002, laid down; December 2003, launched; October 2007, commissioned; January 2009, displacement; 1,577 long tons (1,602 t) surfaced, 1,711 long tons (1,738 t) submerged, length; 66.4 m (217 ft 10 in), beam; 6.2 m (20 ft 4 in), draft; 5.4 m (17 ft 9 in), propulsion; 2 × SEMT-Pielstick 12 PA4 200SM DS diesels 1 × Jeumont Industrie motor, 4,700 hp (3,505 kW), 1 shaft.

Her speed; 12 knots surfaced 20.5 kn submerged, range; 6,000 nmi at 8 kn surfaced 360 nmi at 4 kn submerged, test depth; more than 300 m (980 ft), complement; 32, sensors and processing systems; I-band navigation radar, hull mounted, active/passive search and attack, medium frequency sonars, electronic warfare and decoys; Thales DR 3000 tactical ESM receiver, armament; 6 x 533-mm torpedo tubes for 18 Whitehead Alenia Sistemi Subacquei Black Shark heavyweight torpedoes or SM.39 Exocet anti-ship missiles, 30 mines in place of torpedoes

The Scorpène-class submarines are a class of diesel-electric attack submarines jointly developed by the French DCN and the Spanish company Navantia and now by DCNS. It features diesel propulsion and an additional air-independent propulsion (AIP).

The French Module d'Energie Sous-Marine Autonome (MESMA) system is being offered by the French shipyard DCN for the Scorpène-class submarines. It is essentially a modified version of their nuclear propulsion system with heat being generated by ethanol and oxygen. A conventional turbine power plant powered by steam generated from the combustion of ethanol and stored oxygen at a pressure of 60 atmospheres. This pressure-firing allows exhaust carbon dioxide to be expelled overboard at any depth without an exhaust compressor.

Each MESMA system costs around $50–60 million. As installed on the Scorpène, it requires adding a new 8.3-m (27 ft), 305 tonne hull section to the submarine, and results in a submarine able to operate for greater than 21 days under water, depending on variables such as speed.

Malaysia issued a set of Three stamps to Commemorate the induction of the First Malaysian Submarine in Royal Malaysian Navy in Sep 2009. Kapal Diraja Tunku Abdul Rahman (KD TAR) is the first of the two Malaysian Scorpene Class Submarines. It also celebrates 75 Years of Malaysian Navy. Three stamps were issued on 03 Sep 2009. First stamp shows a graphic sketch of Submarine named after a reef Fish (Scorpene).

Malaysia 2009, S.G.?, Scott: ?

Malaysia 2009, S.G.?, Scott: ?

Malaysia 2009, S.G.?, Scott: ?

Source: Wikipedia.
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EXXON VALDEZ tanker

The full index of our ship stamp archive

EXXON VALDEZ tanker

Postby aukepalmhof » Tue Dec 22, 2009 8:16 pm

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Built under yard no 438 as a crude tanker (VLCC) by National Steel & Shipbuilding Co (NASSCO), San Diego for the Exxon Shipping Co., Philadelphia.
29 July 1985 keel laid down.
June 1986 launched under the name EXXON VALDEZ.
Tonnage 110,831 gross, 71,330 net, 214,861 dwt., dim. 300.8 x 50.6 x 38.2m., draught 26.8m.
One Sulzer Oil 2SA, 8-cyl engine, 31,650 bhp, speed 16.25 knots, crew 21.
10 December 1986 completed.

Built for the transport of crude oil from Valdez to Panama for subsequent transportation to Gulf and east Coast ports in the USA, as well as crude to West Coast USA ports.

On 23 March 1989, the supertanker EXXON VALDEZ pulled out of Valdez, Alaska, loaded with more than 56 million gallons of crude oil.
Captain Joseph Hazelwood, the master of the vessel had spent the day drinking with crew members.
Bartenders testified that he had consumed at least eight vodka doubles, and Coast Guard tests showed his blood alcohol level stood at 241- more than six times the permissible level under Coast Guard regulations.
Third mate Gregory Cousins was on duty beyond the limits specified by federal fatigue laws.
Hazelwood, Cousins and the rest of the crew faced a night voyage through ice in the Prince William Sound.

Hazelwood intoxication was evident from the alcohol on his breath, his speech (captured on audiotape) and, most of all, his actions as his ship navigated the Sound. While passing through fishing grounds, Hazelwood took the EXXON VALDEZ outside established shipping lanes to avoid ice. He put the vessel on automatic pilot accelerating directly at Bligh Reef.
Hazelwood then left the bridge in violation of federal pilotage regulations. As he went below, he gave vague instructions to the inexperienced and fatigued Cousins.
At four minutes past midnight on 24 March 1989 the supertanker struck Bligh Reef, (about 25 mile from Valdez) spilling 11 million gallons of oil, “the largest oil spill and greatest environmental disaster in American history,” claimed news report.
The grounding punctured eight of the eleven cargo tanks, and within four hours 5.8 million gallons had been lost.
By the time the tanker was refloated on 5 April 260.000 barrels had been lost and 2.600 square miles of the country’s greatest fishing grounds and the surrounding virgin shoreline were sheated in oil.

After the spill and the removal of the oil from the tanker the EXXON VALDEZ sailed to San Diego, under command of a new captain, for repairs by NASSCO.

Captain Hazelwood, who had a record of drunk driving arrests, was charged with criminal mischief, driving a watercraft while intoxicated, reckless endangerment, and negligent discharge of oil.
He was found guilty of the last count and fined $ 51.000 and sentenced to 1.000 hours of community service in lieu of six months in prison.

In 1990 the American Congress passed the Oil Pollution Act of 1990, which barred the EXXON VALDEZ and 17 other vessels from Alaskan waters. A provision banning entry by any ship that had spilled more than 1 million gallons after 22 March 1989 was tacked onto the Act.
As a result, Exxon sent the renamed vessel EXXON MEDITERRANEAN, after repair, to carry oil from the Middle East to Europe and the Far East ports.

In 1990, Exxon Shipping Co., President Gus Elmer said “Due to declining Alaskan crude oil, the vessel will enter foreign service, most likely loading crude oil in the Mediterranean or the Middle East. It is consistent with our policy that the vessel be named according to their location.

Exxon officials declined to retrofit the ship with a double hull because it was not feasible from an engineering standpoint, an Exxon spokeswoman said in March 1990.
However a National Steel spokesman said, “It’s feasible to put a double hull. The question is the cost and the time.”

In the mid 1990’s Sea River Maritime (Exxon’s shipping subsidiary) filed a lawsuits to allow the former EXXON VALDEZ to return to Alaskan waters. They stated that the vessel was not financially viable trading in foreign waters.
In 1998, a judge upheld the ban. In a recent Appeal Court case in October 2002 the ban was again upheld.
It has been reported that in 1993 she was renamed in S/R MEDITERRANEAN and that she was mothballed (laid up) and anchored off a foreign port that the owners will not name.
From being repaired in 1990 until its lay-up, the vessel made 190 voyages around the world.
April 2005 renamed in MEDITERRANEAN, owned by Seariver International Inc., Marshall Islands flag and registry.
February 2008 sold to Hong Kong Bloom Shipping Ltd., renamed DONG FANG OCEAN, she was refitted in a ore carrier, managed by Cosco Shanghai Ship Management, Shanghai.
2008 Registered at Panama.
April 2012 sold to Best Oasis Ltd. Mumbai, India, renamed ORIENTAL NICETY, under Sierra Leone flag. She was sold for scrapping.
The same month renamed by owners in ORIENTAL N., Sierra Leone registry. (source http://www.equasis.org )

Exxon Valdez denied the right to die in India

09 May 2012 Lloyds List
BULK carrier Oriental Nicety is refusing to bow out of shipping quietly, after the Indian authorities denied it entry to Alang for recycling following a row that only adds to the vessel’s notoriety.
The bulker that was formerly the very large crude carrier Exxon Valdez caused one the worst oil spills in history in Alaska in 1989. Renamed Oriental Nicety, it was scheduled to arrive in Alang today, according to broker reports.
However, vessel-tracking data from Lloyd’s List Intelligence shows that the vessel is at anchor near Malaysia.
According to international media reports, the authorities denied the ship entry until India’s Supreme Court rules on a petition by the Research Foundation for Science urging the authorities to turn the vessel away, alleging that it contains toxic waste.
The court is expected to hear the case on August 13.
Converted into an ore carrier in 2007, the 1986-built vessel, now operated by Coshipman, was reported sold on an as-is basis in Singapore for $460 per ldt, or $15.8m, at the end of March.
If the vessel cannot make it to India, it is likely to turn to China or to end its days on the beaches of Bangladesh.


IMO No. 8414520

Marshall Islands 1998 60c sg?, scott?
Sao Thome et Principe 2010 15000 DBMS sg?, scott?, (the other ship is the ATLANTIC EMPRESS on 35000 Db.)

Source: Watercraft Philately Vol. 49/50 P.Crichton. Ships of the World by Lincoln P.Paine. Marine News.
Some web-sites.
aukepalmhof
 
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