Unknown ferry in Sydney Harbour

Most probably the ferry depict will be never identified only part of a deck is visible. By the photo after which the stamp was designed is given:
Embarkation of the Australian Naval and Military Expeditionary Force (AN&MEF) for New Guinea. At the request of the British Government a special force, the Australian Navy and Military Expeditionary Force, was raised between 10 August 1914 and 18 August 1914, and despatched against the neighbouring German colonies. It was a volunteer force, enlisted partly from the naval reserves in the various states and partly from the militia. A portion of the military contingent is shown, being ferried down Sydney Harbour in course of embarkation. These were the first infantry to leave Australia.
Australia 2014 70c sg?, scott?

AE 1 HMAS submarine

Built as a submarine by Vickers Armstrong at Barrow-in-Furness, U.K for the Royal Australian Navy.
14 November 1911 keel laid down.
22 May 1913 launched as the HMAS AE1 one of the E class.
Displacement 760 ton surfaces, 820 ton submerged, dim. 55.2 x 6.86 x 3.81m. (draught)
Powered by two 8-cyl. diesel engines, 1.600 hp surfaced, battery driven by electric motors 840 hp when submerged. Twin shafts, speed 15 knots surfaced and 10 knots submerged.
Range 3000 mile at 10 knots at the surface and 65 mile at 5 knots when submerged.
Test dept 61 metre.
Armament 4 – 18 inch torpedo tubes.
Crew 34.
28 February 1914 commissioned.

HMAS AE1 (originally known as just AE1) was an E-class submarine of the Royal Australian Navy (RAN). She was the first submarine to serve in the RAN, and was lost at sea with all hands near East New Britain, Papua New Guinea, on 14 September 1914, after less than seven months in service. The wreck of the submarine has never been found, despite several searches.
Description
The E-class was an enlarged version of the preceding D-class submarine to accommodate an additional pair of broadside torpedo tubes. AE1 was 181 feet (55.2 m) long overall, had a beam of 22 feet 6 inches (6.9 m) and a draught of 12 feet 6 inches (3.8 m). She displaced 750 long tons (760 t) on the surface and 810 long tons (820 t) submerged. The E-class boats had a designed diving depth of 100 feet (30.5 m), but the addition of watertight bulkheads, strengthened the hull and increased the actual diving depth to 200 feet (61.0 m). The crew consisted of 34 officers and enlisted men.
The boat had two propellers, each of which was driven by an eight-cylinder 800-brake-horsepower (600 kW) diesel engine as well as a 420-brake-horsepower (313 kW) electric motor. This arrangement gave the E-class submarines a maximum speed of 15 knots (28 km/h; 17 mph) while surfaced and 10 knots (19 km/h; 12 mph) submerged. They carried approximately 40 long tons (41 t) of fuel that gave them a range of 3,000 nautical miles (5,600 km; 3,500 mi) at 10 knots (19 km/h; 12 mph) while on the surface and 65 nmi (120 km; 75 mi) at 5 knots (9.3 km/h; 5.8 mph) while submerged.

AE1 had four 18-inch torpedo tubes, one each in the bow and stern, plus two on the broadside, one firing to port and the other to starboard. The boat carried one spare torpedo for each tube. No guns were fitted.
Construction
AE1 was laid down by Vickers Armstrong at Barrow-in-Furness, England on 14 November 1911, launched on 22 May 1913 and commissioned into the RAN on 28 February 1914.[6] After commissioning, AE1, accompanied by her sister ship AE2, the other of the Royal Australian Navy's first two submarines, reached Sydney from England on 24 May 1914. Both submarines were manned by Royal Navy (RN) officers with a mixed crew of sailors drawn from the RN and RAN.
Deployment and loss.
At the outbreak of World War I, AE1, commanded by Lieutenant Commander Thomas Besant, RN, was sent to capture German New Guinea as part of the Australian Naval and Military Expeditionary Force. With her sister ship AE2, she took part in the operations leading to the occupation of the German territory, including the surrender of Rabaul on 13 September 1914. The submarine's involvement was recognised following an overhaul of the RAN battle honours system in 2010: AE1 retroactively received the honour "Rabaul 1914".
At 07:00 on 14 September, AE1 departed Blanche Bay, Rabaul, to patrol off Cape Gazelle with HMAS PARRAMATTA. When she had not returned by 20:00, several ships were dispatched to search for her. No trace of the submarine was ever found, and she was listed as lost with all hands. It is probable that she was wrecked on a reef or other submerged object. As well as Lieutenant Commander Besant, 2 other officers and 32 sailors were lost in this disaster. The disappearance was Australia's first major loss of World War I.
Searches
The Maritime Museum of Western Australia, sponsored by the Australian Broadcasting Corporation, launched an unsuccessful attempt to locate the submarine in November 2003. The search area was concentrated to the south-east of the Duke of York Islands.
In February 2007, a new effort to locate the submarine was mounted by the RAN, when the survey ships BENALLA and SHEPPARTON attempted to locate the submarine off East New Britain, based on data compiled over the previous 30 years. BENALLA located an object of the appropriate dimensions using sonar on 1 March. Later identification conducted by HMAS YARRA found the object to be a rock formation with similar shape and dimensions to the submarine. A new search is planned for September 2014.

Australia 2014 70c sg?, scott? (she is the vessel in the foreground of the stamp, HMAS ENCOUNTER is depict on the right, while behind the submarine is HMAS PARRAMATTA.)

More info on the AE 1 you can find on http://www.AE1submarine.com
Source: http://en.wikipedia.org/wiki/HMAS_AE1

HMAS ENCOUNTER 1905

On the net I found the photo after which this stamp is designed, on which is given that the submarine in the foreground is the HMAS AE 1, on the right the larger vessel is HMAS ENCOUNTER en behind the submarine is HMAS PARRAMATTA.
HMAS ENCOUNTER:
Built as a second class protected cruiser on the Devonport Dockyard, U.K. for the Royal Navy.
28 January 1901 laid down.
18 June 1902 launched as the HMS ENCOUNTER one of the Challenger class.
Displacement 5,880 tons standard, dim. 114.65 x 17.12 x 6.48m. (draught), length bpp. 108.20m.
Powered by a Keyham 4-cyl. triple expansion steam engine, 12,500 hp. Twin shafts, speed 21 knots.
Armament 11 – 6 inch, 9 – 12 pdr., 6 – 3 pdr. Guns, three machine guns and 2 – 18 inch torpedo tubes.
Crew 475.
21 November 1905 commissioned.
HMAS ENCOUNTER was a second-class protected cruiser of the Challenger class operated by the Royal Navy (RN) and Royal Australian Navy (RAN). She was built by HM Dockyard Devonport and completed at the end of 1905.
ENCOUNTER spent the first six years of her career operating with the RN's Australia Squadron, before being transferred to the newly formed RAN. During World War I, the cruiser became the first ship of the RAN to fire in anger when she bombarded Toma Ridge. ENCOUNTER operated in the New Guinea, Fiji-Samoa, and Malaya areas until 1916, when she returned to Australian waters. The ship spent the rest of the war patrolling and escorting convoys around Australia and into the Indian Ocean. In 1919, ENCOUNTER was sent to evacuate the Administrator of the Northern Territory and his family following the Darwin Rebellion.
ENCOUNTER was paid off into reserve in 1920, but saw further use as a depot ship until being completely decommissioned in 1929. In 1932, the cruiser was scuttled off Sydney.
Challenger class cruiser
Challenger class vessels had a standard displacement of 5,880 tons, a length of 376 feet 1.75 inches (114.6493 m) overall and 355 feet (108 m) between perpendiculars, a beam of 56 feet 2.125 inches (17.12278 m), and a draught of 21.25 feet (6.48 m). The cruisers were propelled by a Keyham 4-cylinder triple expansion steam engine, which provided 12,500 horsepower to two propeller shafts, allowing her to reach speeds just over 21 knots (39 km/h; 24 mph). Her economical cruising speed was 10 knots (19 km/h; 12 mph), which allowed the ship to travel 5,436 nautical miles (10,067 km) before exhausting her 1,314 tons of coal. In British service, the ship's company stood at 450, but while operated by the RAN, this was reduced to 29 officers and 269 sailors.
As completed, the ship's armament consisted of eleven BL 6-inch Mk VII naval guns, nine QF 12-pounder 12 cwt naval guns, six 3-pounder guns, three machine guns, and two 18-inch (450-mm) torpedo tubes mounted broadside. By the 1920s, the 6-inch and 12-pounder guns had been reduced to three and four respectively, although a 12-pounder field gun was added to the ship's arsenal. A single QF 3-pounder Hotchkiss gun replaced the six 3-pounders, while the original three machine guns were supplanted by four Maxim guns and two Lewis guns.
ENCOUNTER was laid down for the RN by HM Dockyard at Devonport in Plymouth on 28 January 1901. The ship was launched on 18 June 1902, commissioned into the RN on 21 November 1905, and completed on 16 December 1905.
Operational history
From April 1906 to June 1912, ENCOUNTER served as part of the RN Australia Squadron. On 1 July 1912, the ship was commissioned into the RAN on loan, for use until HMAS BRISBANE was completed.
Assigned to the Pacific Station during 1914–15, ENCOUNTER was part of the force which occupied German New Guinea. In the course of these operations she captured the steamer ZAMBEZI on 12 August and, on 14 September, bombarded Toma Ridge to support the Australian Military and Naval Expeditionary Force; this action made her the first RAN ship to fire in anger. She covered the landing at Madang on 24 September. While patrolling the Fiji-Samoa area she captured the German sailing vessel ELFRIEDE on 25 April 1915. The cruiser operated in the Malay Archipelago during 1915, but was recalled to Australian waters on 11 February 1916, as all other RAN ships had been deployed elsewhere.
In July 1916, during a visit by to an unnamed island off the coast of Western Australia, two bronze cannons were discovered by ENCOUNTER officers Commander C.W. Stevens and Surgeon Lieutenant W. Roberts. The latter described: approximately 25 paces from the water’s edge, we saw the two carronades protruding, through the sand 2/3rds of each being exposed so that they were easily lifted out. They were ... 6 feet apart and certainly had the appearance of leading marks ... a large number of the ship’s company landed and next day, shifted sand over practically the whole area for a considerable depth. The only other object found was a small portion of a brass bound chest. You can imagine the disappointment of the matelots who had visions of buried treasure
—Surgeon Commander Roberts, Letter from Surgeon Commander Roberts, 18 August 1933.
Since these guns were erroneously thought to be carronades, the place was named "Carronade Island".
On 12 January 1917, ENCOUNTER was ordered to New Zealand, where she met a convoy of Australian and New Zealand troopships. The cruiser remained with the convoy until a rendezvous point in the Indian Ocean, where responsibility was handed over to ships of the East Indies Station. In August, the cruiser assisted in the search for the missing merchantman SS METUNG; it was not known until 1918 that she had been a victim of the German raider WOLF. From December 1917 until April 1918, ENCOUNTER underwent refit in Sydney, then returned to Western Australia. The ship travelled between Fremantle and Sydney several times before the end of the war.
The cruiser's wartime activities were later recognised with the battle honour "Rabaul 1914".
In early 1919, ENCOUNTER was sent to Darwin to protect Administrator John Gilruth, following the Darwin Rebellion. Gilruth and his family boarded her on 20 February 1919 and were taken to Melbourne.
Decommissioning and fate.
ENCOUNTER paid off into reserve on 30 September 1920. She was assigned to the naval base at Garden Island as a depot ship in May 1923, and was renamed HMAS PENGUIN. The ship was decommissioned on 15 August 1929. She was scuttled on 14 September 1932 off Sydney. ENCOUNTER lies at a depth of around 74 metres (243 ft) and is dived regularly.
Australia 2014 70c sg?, scott? (She is the vessel on the right of the stamp, in the foreground is the submarine AE 1 and behind her the HMAS PARAMATTA.
http://en.wikipedia.org/wiki/HMAS_Encounter_(1902)

GOLDEN IRIS cruise vessel

Palmer Gate, Haifa.
The stamp features Palmer Gate Street and the port; part of a ship at the corner; and a statue of a fish with a ship on its back, Zvika Cantor's City Fish, which was erected in 2010 on the Haifa-Boston Partnership square, located on the corner of Palmer Gate and Kdoshei Baghdad Street in Haifa.

The tap shows a cruise vessel which is identified as the GOLDEN IRIS. Mr Peter Crichton has identified the warship in the background as one of the Nirit class warships of Israel.
Peter suggests that the vessel on the stamp between the buildings could be one of the Russian Ivan Franko class passenger ships. The class has been scrapped except the MARCO POLO, but the funnel colours does not match. The MARCO POLO make calls at Haifa, and the funnel could be an artist’s impression.

Holocaust survivors rose from the ashes of the crematoriums and immigrated illegally to Eretz Israel during the British Mandate period. Under terrible conditions, on crowded decks of dilapidated immigrant ships, they made their way to the Promised Land, their hearts filled with hopes and dreams.
The city of Haifa was the first thing that most Holocaust survivors saw as they approached the coastline. The bare concrete docks of the Port of Haifa were, to them, the Holy Land for which they yearned. They were part of an extremely dramatic and historic step taken by the Jewish people - the establishment of the State of Israel.
Haifa Port was the entry point into Eretz Israel. Haifa was the Jewish people's home port, both for the illegal immigrants (ma'apilim) who arrived prior to the establishment of the State and for the waves of immigrants who came after the State of Israel was established.
Gate number five, which served for years as the mythological main entrance into the Port of Haifa, was later named Palmer Gate. The road leading out from the gate is also called Palmer Gate, named for Sir Frederick Palmer, a British engineer who planned and built the Port of Haifa from 1920 to its official opening in 1933.
Palmer Gate Street is crossed by Port St. (Rehov HaNamal), which housed the administrative and commercial center of the port, and today is at the heart of the Port Campus - the academic center of Haifa's downtown area.
The Port Campus is a challenging project, which will turn an entire section of Haifa's downtown into a complex of college campuses, dormitories and modern residential buildings, as well as supporting businesses that are typical of this type of complex.
The Port Campus is very significant for the city of Haifa. The project reshapes the character and appearance of the city's downtown, rejuvenates it and restores its past glory, and constitutes a critical phase in Haifa's development.
GOLDEN IRIS.
Built as a cruise vessel under yard No 859 by Burmeister & Wain, Copenhagen for the Overseas National Airways, USA. During construction sold to Cunard Cruise Ships Ltd., Southampton.
2 December 1974 launched as the CUNARD CONQUEST, one sister the CUNARD COUNTES.
Tonnage 17,496 grt, 2,499 dwt, dim. 163,56 x 22.80 x 8.30m. (draught).
Powered by four B&W 7U50HU diesel engines, 15,447 kW, twin shafts, speed 21.5 knots.
Passenger accommodation for 947 passengers, crew 350.
30 October 1975 delivered to owners.
MS GOLDEN IRIS is a cruise ship owned and operated by the Israel-based Mano Maritime. She was built 1975 by the Burmeister & Wain shipyard in Copenhagen, Denmark for Cunard Line as MS CUNARD CONQUIST, but her interior fittings were subsequently installed at the Navali Mechaniche Affini in La Spezia, Italy. Following re-delivery from Navali Mechaniche Affini in 1977 the ship was renamed MS CUNARD PRINCESS. In 1995 the ship entered service with StarLauro Cruises (later rebranded MSC Cruises), briefly retaining her previous name before being renamed MS RHAPSODY. Later during her career with MSC Cruises the ship came to be marketed as MS MSC Rhapsody, but her official registered name remained RHAPSODY throughout her MSC career. In 2009 the ship was sold to her current owners.
Concept and construction
The ship that eventually became known as the CUNARD PRINCESS was originally one of two ships ordered by the United States-based Overseas National Airways. Unusually Hugh Hefner, the founder of Playboy, was involved in the design process of the ships, envisioning them as "floating Playboy Clubs". Order for the two ships was placed with the Burmeister & Wain shipyard in Copenhagen, Denmark. However, during construction the ships were sold to the United Kingdom-based Cunard Line. Although better known as luxury cruise operators, Cunard decided to maintain the original informal cruise concept developed for the ships by Overseas National Airways.
CUNARD CONQUEST, the second of the two sisters, was launched from dry-dock in December 1974. Instead of having the ships completed at Burmeister & Wain, Cunard decided that once the hulls of the ships were complete they would sail to the Navali Mechaniche Affini in La Spezia, Italy, where interior fittings would be installed. Therefore, following delivery to Cunard on 30 October 1975 the CUNARD CONQUEST sailed to La Spezia, where she arrived on 6 November 1975. While the ship was being fitted out Cunard decided to change her name to CUNARD PRINCESS. Following delivery to Cunard in early 1977 the ship sailed to New York City, where she was renamed by Princess Grace of Monaco.

1977-1995: CUNARD RINCESS
CUNARD PRINCESS set on her first cruise from New York City to Bermuda in April 1977, joining her elder sister MS CUNARD COUNTESS in the Caribbean cruise service after the Bermuda run. CUNARD PRINCESS sailed out of Ft Lauderdale, then after a charter to Lauro Line in 1979 she sailed a Caribbean run out of San Juan. (Ref Cunard Line Ltd written brochures.) At the time the CUNARD PRINCESS was registered in Southampton, but in 1980 she was moved to the Bahamian registry, with Nassau as her homeport. Later during her career with Cunard the ship started cruising around Europe, while the CUNARD COUNTESS remained in Caribbean service.
During the Gulf War the CUNARD PRINCESS was chartered to the United States Armed Forces Recreation Centre as a recreational facility for troops involved in the conflict. The ship arrived in Bahrain on 24 December 1990. Initially the plan was to operate the ship on three-day cruises around the Persian Gulf, but for economical reasons she was permanently moored in Bahrain instead. Following the end of her service in the Gulf War, the ship was docked at Valletta, Malta on 23 September 1991. She re-entered normal service with Cunard on 19 October 1991.
In 1993 the CUNARD PRINCESS was moved to the fleet of Cunard's newly created mid-market subsidiary Cunard Crown Cruises, joining her sister CUNARD COUNTESS and three ships chartered from EffJohn. Cunard Crown Cruises proved to be short-lived, and in 1995 the CUNARD PRINCESS was chartered to StarLauro Cruises, who were in need of a replacement for their MS ACHILLE LAURO that had sunk following a fire in 1994. Initially the CUNARD PRINCESS kept her older name in StarLauro service.
1995-2009: Rhapsody
After a short time under charter to StarLauro, the company acquired the CUNARD PRINCESS. Initially the ship was planned to be renamed HARMONY, but in the end she was renamed RHAPSODY. Coinciding with the change of ownership the ship was re-registered in Panama. Initially she was used for cruising around the Mediterranean out of Italy. Shortly after acquisition of the RHAPSODY StarLauro was rebranded as Mediterranean Shipping Cruises on 1 October 1995. Subsequently the company further rebranded themselves into MSC Cruises.
In 2001 the RHAPSODY was re-registered to Naples. On 9 April 2009 MSC Cruises sold the RHAPSODY to the Israel-based cruise operator Mano Maritime.
2009...

ELENA yacht

The yacht depict on the 1.55 Euro stamp of Monaco I believe is the ELENA by comparing the stamp with photo’s of the yacht she looks the same, but I am a merchant man and my expertise on yachts is not great, so I could been wrong.
She was built as a steel hulled replica of a famous yacht ELENA designed by Nathanael G Hereshoff under yard No 706/Y103 by Factoria Naval de Marin, Galicia, Spain, I could not find an owner.
2009 Launched as the ELENA.
Displacement 215 ton, Dim. 55.00 x 8.14 x 5.20m. (draught), length on waterline 29.60m.
Two mast, schooner rigged, total sail area 1,800 m².
Auxiliary engine one MAN V12 D2482LE, 600 hp diesel engine, speed?, bow thrusther of 70 kW.
Accommodation for 10 guests, crew 8.
When built her asking price was 8.9 million Euro, and she was sold in June 2010.

She is for charter for cruising or racing.
http://www.charterworld.com/?sub=yacht- ... elena-1839 gives on the yacht:

Sailing Yacht ELENA was ‘born to sail’ as her predecessor was, almost one hundred years earlier. This Classic will provide a thrilling experience for any keen sailors wishing to take part in any of the Mediterranean or Caribbean Classic Regattas. With her expansive decks, luxurious interior and modern facilities, ELENA is also an excellent charter yacht for those just wishing to relax and enjoy her pure elegance. Below deck, ELENA is equipped with the latest navigation and communication equipment, entertainment systems and air conditioning.

With luxurious accommodation for up to ten guests, the layout remains true to the original drawings from Herreshoff. This modern version enjoys the addition of discrete extras to ensure guests can enjoy all the modern comforts. All guest cabins are exquisitely finished with mahogany paneling, while all interior ornamental details follow the original Herreshoff designs. The en-suite bathrooms have separate showers and toilets and are finished with elegant period fittings. Ample hanging and cupboard space is built in, while each cabin has its own privately controlled air conditioning system as well as an iPod docking station with televisions available on request. Overhead skylights and portholes offer an abundance of natural light while below deck.

After following the designs of the original ELENA so meticulously, there is no doubt that the rebirth of this spectacular yacht nearly one hundred years later can only be as successful as her original namesake. Her unforgettable blend of beauty and sheer speed ensure that she will turn heads wherever she goes. ELENA truly is one of the most remarkable charter yachts available today.

Monaco 2014 1.55 Euro sg?, scott?

Source: Various internet sites.

LADY MOURA yacht

In 2013 Monaco issued two stamps which depict yachts, the Monaco Post gives by the issues: The Principality is a favoured stop for super yachts and their owners. The presence of many architecture and design firms, major brokers, shipyards and luxury brands, makes Monaco a top location for all yachting professionals.
The motor yacht on the 1.00 Euro depict is the LADY MOURA.
Built as a yacht under yard No 964 by Blohm & Voss in Germany for the Saudi Arabian businessman Nasser Al-Rashid.
1990 Launched as LADY MOURA.
Tonnage 6,359 grt, 1,500 dwt, dim. 104.85 x 19.00 x 5.40m. (draught).
Powered by two Deutz-MWM diesel engines each 6,868 hp, twin shafts, speed 20 knots.
Bow thruster.
Accommodation for 30 guests, crew 60.
Bahama flag and registration. Homeport Nassau.
LADY MOURA is a private luxury yacht. She was the ninth largest private yacht when she was launched in 1990, but has moved down the list in 2014 to number 28. She is owned by Saudi Arabian businessman, Nasser Al-Rashid.
Characteristics
Both the hull and the superstructure are made of steel. The propulsion plant consists of two KHD-MWM diesel engines, each with a power of 5050 kW (over 6700 bhp), and controllable pitch propellers producing a speed of over 20 knots. A crafty hydraulically operated system of shell ports, doors, flaps, roofs, bath platforms, gangways and cranes provide the most possible ease of operation and comfort. Even the boats, anchors, life-rafts and navigation lanterns are hidden behind covers and do not disturb the aesthetics of the yacht. Both the name and the escutcheon that can be seen at port, starboard and at stern are carved in 24 carat gold
Naval architect: Luigi Sturchio - Diana Yacht Design
Architectural Lighting Design: Maurizio Rossi Lighting Design
More information on the yacht: http://www.charterworld.com/?sub=yacht- ... moura-1889
Monaca 2013 1.00 Euro sg?, scott?
Source: Wikipedia.

400 YEARS OF THE 1st EDITION OF PEREGRINACAO

400 Years of the 1st Edition of Peregrinação

The stamp shows two ships most probably used by Pinto, the type at that time in use was mostly the carrack’s or nau’s and this vessels are most probably showed.

Four hundred years have passed since the first edition of Peregrinação (Pilgrimage), a majestic account of an extended journey to the Orient that earned Fernão Mendes Pinto, “a hero made of human flesh”, his immortality (1510-1583).
The course of history would eventually distinguish this extraordinary autobiographical book as a masterpiece of universal literature, written by a great Portuguese traveller of the 16th century who was an adventurer, a merchant, an ambassador, a mercenary, a beggar, a sailor and a pirate. And was also “held captive thirteen times and sold seventeen times (...)”.
Throughout 266 emotion-filled and adventure-packed chapters, the author describes in a fresh, spontaneous and colloquial tone the impressions of a European in contact with Asian civilisation, its peoples, traditions, cults and landscapes. At the same time, he reveals the impact of the Portuguese in the Orient, often providing the reader with critiques and satirical notes.
Earliest title of the “travel literature” genre, Peregrinação stands out for its picaresque spirit that runs through the entire work, evidenced as a clear inversion of the heroic style. Some call it an anti-epic. Showing “what miseries make up a man”, the characters lay bare all their weaknesses and fears.
This vast and complex narrative also has the merit, remarkable for that period, of gathering the two sides of Portuguese exploits in the Far East, giving an account, with realism and vivacity, of the sunny side and the dark side of voyages.
For all of these reasons, most recent scholars point out its collective meaning and its remarkable humanist value, emphasising its major importance in the raising of awareness of the Other.
The voyage of Fernão Mendes Pinto lasted for 21 years. Born into a poor family from Montemor-o-Velho, he went to Lisbon to work as a servant in 1521. Later he moved to Setúbal, from where he set off to Diu, in India, in 1537.
He visited several places in the Orient, namely India, Malacca, Sumatra, Java, China, Macau and Japan, and had the most incredible experiences, “occupations and life-threatening situations”. He returned in 1558 and settled on a farm in Pragal, in Almada, where he spent a decade writing the work that would immortalise him. He was almost 70 years old when he completed it.
Having been written years after the facts took place explains the mixture of truth and fiction, some flaws or alterations of reference, marks that led to a prolonged debate on the authenticity of the account. However, the artistic grandeur of Peregrinação eventually transcended that discussion.
Its publication only took place posthumously, in 1614, due to unknown reasons. In other words, 34 years after the manuscript had been completed. Nonetheless, there are bibliographic references to its contents as far back as 1582, proving that it was already known at that time.
The work has had great success, having been republished several times in Spain, France, England, Germany and Holland. It was, for a long time, the most read and translated Portuguese book, second only to Os Lusíadas (The Lusiads), the epic poem of Luiz de Camões.
Portugal 2014 1.00 Euro sg?, scott?
Source: Portuguese Post info
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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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