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 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.

SAWA PZ-35 yacht

The yacht depict on this Polish stamp issued in 1965 is according the sail number PZ-35, which belong to the type Conrad II which was designed by R Langera and K Michalskiego in 1958.
The Conrad II type was built on a yard in Szczecin. Altogether 14 of this type were built and the PZ-35 was the last of this type built.
It was a wooden sea-going cabin-cruiser yacht.
Weight 7,000 kg., dim. 10.10 x 2.68 x 1.98m. (draught)
Sail area 50.40m³. Sloop rigged.
Accommodation for 7 crew.
Delivered in 1961 under the name SAWA sail No PZ 35. Not an engine installed.

She was managed by the League of Friends of the Soldiers in Warsaw, later taken over by the Warsaw OZZ and managed by the Nautical Club PTTK Breeze.
10 September 1978 she grounded off the coast of Estonia, but was refloated
27 March 1990 renamed in BUSHI with sail number PZ-135.
2017 Still sailing under same name and number.
The type is often confused with type Vega which succeeded her, and was fitted out with an auxiliary diesel.

Poland 1965 60g sg1569, scott?
Source: https://pl.wikipedia.org/wiki/Conrad_II ... -.3E_Bushi

WODNIK

Navicula gives that the WODNIK is depict on this stamp;

She was a 3 masted galleon built around 1623 in Gdansk.
Tonnage around 100 last, (200 ton). Dim. approx. length of deck 25m. beam 6.8m.
Armament 1- 7pdr., 2 – 6pdr.bronze guns, 7 – 6pdr. iron guns, 3 – 5pdr, 2 – 3pdr, iron guns, 2 falconets and 3 bronze stone thrower guns.
Crew 45-49 and 80 soldiers (Marines).

WODNIK (Aquarius) - Polish ship of war - a small galleon , probably built in 1623. In Gdansk . The ship is in the sources listed under the German name "Meerman" Polonised as "Aquarius". Today, this name carries a training ship ORP AQUARIUS.
History
During the war with Sweden , WODNIK under the command of (most likely) Captain Herman Witte , along with ships, KRÓL DAWID (King David) and ARKA NOEGO (Noah's Ark) , participated in the first battle with a fleet of Swedish warships, encountering on 17 May 1627. In the vicinity of Hel the Swedish more numerous ships, were bound for Piława. After an exchange of gunfire, the two squadrons parted, Polish sailed west. The next day, May 18 there was a skirmish at the height of Białogóry near Leba with a convoy of 24 Swedish vessels. After an artillery duel, with few casualties, Polish ships managed to break away from the enemy and sailed to Kolobrzeg. After several days at sea the Polish ships returned to Wisloujscie , breaking through the lines of the Swedish blockade of the Gulf of Gdansk .
WODNIK distinguished himself during the victorious battle with the Swedish squadron of Oliwa on November 28 1627. His Captain Herman Witte was before the battle appointed Vice-Admiral and commander of the Polish fleet, so that the WODNIK served as the flag-ship. Its skipper was Piotr Wedeman. During the battle, WODNIK attacked and entered wherafter his crew boarded the larger Swedish galleon SOLEN. After a fierce battle, the Polish soldiers gained the upper hand, The captain of the Solen blew his ship up rather than allowing it to be captured. The four surviving Swedish ships quickly headed towards the open sea and managed to escape pursuit. Both admirals were killed in the battle, also 23 members of the crew of WODNIK were killed (a further 10 were killed in the course of previous clashes).
May 2 1628: The new captain of the ship, replacing Witte, who died in November 1627, was Hans Schröder. During the attack of Swedish troops supported by artillery on Polish ships at the mouth of the Vistula River near Fortress Wisłoujście after midnight of July 6 1628 , WODNIK was sailing upstream to help the PHOENIX which was stuck on a sandbank when trying to retreat up the river after she was damaged by artillery fire of the Swedish troops.She managed, however, under the protection of WODNIK and TIGER to refloat, where after she was escorted to the second group of Polish ships in the area of Polish Haku.
In January 1629 year, WODNIK together with other Polish ships was commissioned by King Sigismund III Vasa to the service of the Habsburg Catholic League in the ongoing Thirty Years War , arriving Wismar on February 8. Polish ships stationed in Wismar fought against a fleet of Danish and Swedish ships in occasional minor skirmishes. January 22 1632 after the surrender of Wismar, Polish ships were captured by the Swedes and incorporated into their fleet; WODNIK served as MEERMAN in the Swedish fleet. The further fate of the ship is not known.

Poland 1964 2Z sg1462, scott?
https://pl.wikipedia.org/wiki/Wodnik_(1623)

Disembarkation «Braves of Mindelo»1832.

Disembarkation of Mindelo is the name given to the landing of the Liberal troops north of Porto on July 8, 1832, during the Liberal Wars, name by which the Portuguese Civil War (1828-1834) was known. The squadron organized by D. Pedro IV, counted on 60 ships, about 8,300 men , under the command of the British Admiral George Rose Sartorius. About 7,500 men who came to be known by the name of "Bravos do Mindelo" came ashore. [2] Among them were many mercenaries and auxiliaries, English, French, Belgians, Poles, Italians, Germans and Spaniards, exceeding 6,600 foreigners, who represented more than 80% of the total troops. At dusk on July 7, 1832, there was panic between the military forces and the absolutist authorities of Porto: the Liberal fleet was in sight, much to the surprise of the miguelistas who had never foreseen an invasion by this point of the country. However, D. Pedro advanced with his fleet towards Vila do Conde, where he planned the landing. On the morning of July 8, Major Bernardo de Sá Nogueira, the future Marquis of Sá da Bandeira, was sent ashore to parley with the military forces stationed there. The negotiations were, however, completely barren, with that emissary being received with threats of firing. Frustrated, then, that it was these attempts at peaceful landing, it was decided to do so in a war-time. The choice of this site, which historiographically perpetuated this military operation as "Disembarkation of Mindelo", was due to the fact that it could be carried out with ease and safety, since the sea presented "quite deep almost to the sand" . This indication was given, according to tradition, by one of the 7,500 "bravos", of its name Francisco José da Silva, native of Paiço, parish of the Lavra. The landing was fast and did not encounter any resistance, being, immediately, taken the strategic points of the region. The battalions of Hunters # 2 and # 3 occupied the crests of the elevations that extend until the right margin of the river Leça. The landing allowed the liberal forces to take the city of Oporto on July 9, 1832, catching by surprise the miguelista army that would submit them to the prolonged Siege of Porto. D. Miguel ended up capitulating in 1834, with the Évora Monte Concession, opening the way to the definitive implantation of Liberalism.
Azores.Portugal1982;33e50;SG445.
Source:https://pt.wikipedia.org/wiki/Desembarque_do_Mindelo

PYROSCAPHE (France)

Pyroscaphe was an early experimental steamship built by Marquis de Jouffroy d'Abbans in 1783. The first demonstration took place on 15 July 1783 on the river Saône in France. After the first demonstration, it was said that the hull had opened up and the boiler was letting out steam, faults common in early steamboats. In this case, it seems to have been easily repaired as the boat was said to have made several trips up and down the river. A month later, on 19 August, the boat carried several passengers who signed a witness protocol for a successful journey.

Built of wood at Ecully, near Lyons, Length: 13 m. Beam: 4,5 m. Displacement: 163ton, Complement: 3.
The Pyroscaphe was propelled by a horizontal double-acting steam machine, diameter 25.6” (0.65m.) by 77” (1.956m.) stroke, constructed by Messrs. Frérejean & Cie., Lyons, it was enclosed in the boiler and its piston rod was connected to a double ratchet device to produce the continuous rotating motion of the side paddle-wheels, diameter 13.1’(3.99m.) and had 8 radial paddles or floats each.

(France 2016, €1.25, StG.?)
Internet + book From Paddle-steamer to Nuclear Ship by W.A. Baker.

Eivind Astrup explorer of North(1890-1895)

Eivind Astrup (1871-1895) could easily have become one of the pillars of Norwegian polar history - if not to say the polar history of the world. At nineteen years-old, he joined (with very poor English skills) Robert Peary's two expeditions to North Greenland, and it was primarily his meticulous observations and documentation that finally established Greenland as an island and not part of an Arctic continent as many had believed. In his lifetime, Astrup became as popular, if not more popular than Fritjof Nansen himself. For Roald Amundsen, Astrup was the great ideal of a successful polar explorer.
Astrup crafted sleds for the Peary expedition - copied from the nearby Inuit families - and taught Peary and the other explorers how to ski. His only book, With Peary Near the Pole , reveals a deep respect and understanding of the local Inuit culture. He was the first to combine dog sleds with skis - and thus laid the ground for the future success of both Nansen and Amundsen.
Once returned to Norway, Astrup planned great expeditions, combining native equipment such as sleds and reindeer clothing with modern tools like hot air balloons to conquer the poles. However, he was infected with typhoid fever, almost certainly obtained by eating rotten pemmican during the second Peary expedition, and became very ill. During Christmas weekend of 1895, he went for a ski trip in the mountains and never returned.
Although some newspapers soon speculated suicide, Astrup's death was covered up for many years. It was said that he fell and slipped on some ice and cracked his head on a rock. However, rumors of a gunshot soon grew in a nearby village, and that a fired gun had been taken from the death scene. Today Astrup's suicide is a fact, though the reasons are not fully understood. It is more likely that he could not cope with the fact that he was ill and never would be well enough to achieve his goals as a polar explorer.

Guinea 2011;5000gf;SG?
Source: http://thefanhitch.org/V15N1/V15,N1Astrup.html

EXPEDITION cruise vessel

Built as a ro-ro ferry under yard No 398 by Helsingör Værft, Elsinore, Denmark for Jydsk Færgefart A/S, Hundested, Denmark.
Tonnage 3,960 grt, 1,441 nrt, 925 dwt. Dim. 104.04 x 18.93 x 4.37m.
Powered by two HSM-B&W 10U45HU diesels, 8,096 kW. Twin shafts, speed 17 knots.
Accommodation for 1,200 passengers. 34 berth.
14 July 1972 delivered to owners.

15 July 1972 in service between Grená and Hundested.
30 December 1977 last voyage in this service.
02 March 1978 sold to Midland Montague Leasing (U.K.) Ltd, London for P&O Normandy Ferries Ltd., London
06 March 1978 arrived Vlissingen Oost (Flushing East), Netherlands and laid up.
14 April 1978 arrived by Caillard S.A., Le Havre for a refit.
09 June 1978 renamed in nf TIGER, in service between Dover and Boulogne.
04 January 1985 registered for Townsend Car Ferries Ltd., Dover, renamed TIGER, in service between Dover and Boulogne.
18 July 1986 last voyage in this service, thereafter laid up at Chatham. U.K.
November 1986 sold to Finlandshamnen Ab, Norrtälje, Sweden (subsidiary of SF Line, Mariehamn, Finland.
11 December 1986 arrived at the Tyne for a refit.
22 December 1986 arrived by the Öresundsvarvet for further redevelopment, renamed in ALANDSFÄRJAN.
29 April 1987 arrived Mariehamn.
18 May 1987 in the service of the Viking Line between Kapellskär and Mariehamn, from 1993 also Mariehamn to Nådendal with cargo, the ship did not have more any berths.
1995 Transferred to the Ab Viking Line, Norrtälje.
03 January 2002 till 03 February 2002 rebuild and fitted out with stern sponsons at the Baltic Shiprepairs, Tallinn, Estonia. Tonnage 6.336 grt, 1,900 dwt.Dim. 105.20 x 18.93 x 4.71m
15 February 2002 in the service between Kapellskär and Mariehamn.
Thereafter every year in the winter months laid up.
05 July 2005 on arrival Mariehamn port at 18.30 the port propeller got out of control full ahead and the ship hit a pile mooring, a car on the car-deck turned over and hit a woman who was hospitalized. Four cars were damaged. The ferry sailed for Kappellskär for repair.
After a few days repair she was back in service.
23 October 2007 she hit Marbådan off Mariehamn, she proceeded to Mariehamn were severe damage was found during a survey. Taken out of traffic for repair.
October 2007 sailed to Tallinn for hull damage port side repair.
23 November 2007 again in service.
27 May 2008 sold to G.A. P. Shipping Ltd., Hamilton, Barbados for takeover in June.
29 May 2008 last sailing in the ferry service.
26 June 2006 sailed from Mariehamn to Rauma, Finland
27 June 2008 handed over to new owners and renamed in EXPEDITION. Liberian flag and registry, homeport Monrovia.
The same day her rebuilding in a cruise ship commenced by the Aker yard in Rauma.
2008 Her owners given as Expedition Shipping Co. Ltd, Monrovia, tonnage 6,334 grt, 1,900 nrt, 965 dwt.
Accommodation for 137 passengers.
April 2009 in service as a cruise vessel.
November 2009 arrived in Las Palmas with engine problems.
January 2010 again in service.
2017 In service same name and owners IMO No 7211074, managed by G. Adventures, Toronto.

British Antarctic Territory 2016 £1.22 sg?, scott?
Source: http://www.faktaomfartyg.se/kattegat_1972.htm http://www.miramarshipindex.org.nz
$post_attachment_names[$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]

EXXON VALDEZ tanker

The full index of our ship stamp archive

EXXON VALDEZ tanker

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

tmp10E.jpg
Click image to view full size
ST-10506a.jpg
Click image to view full size
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
 
Posts: 4872
Joined: Thu Apr 02, 2009 1:28 am

Return to Ship Stamps Collection

Who is online

Users browsing this forum: Baidu [Spider], Google Adsense [Bot], Yahoo [Bot] and 30 guests