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 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.


The 30c stamp issued by the Cook Islands in 1975 shows most probably the flagship of the expedition the SAN PEDRO.

Since none of the expedition after Magellan from Loaisa to Villalobos had succeeded in taking over the Philippines, King Charles I stopped sending colonizers to the Islands. However, when Philip II succeeded his father to the throne in 1556, he instructed Luis de Velasco, the viceroy of Mexico, to prepare a new expedition – to be headed by Miguel Lopez de Legazpi, who would be accompanied by Andres de Urdaneta, a priest who had survived the Loaisa mission.
The vessel for this fleet were built in New Spain and completed in 1564, two galleons, two pinnaces and a small boat which was put on the poop-deck of the flagship. Not much is known on the ships. The flagship was the SAN PEDRO 550 ton skippered by Mateo del Saz, the other three were the SAN PABLO 400 ton, SAN JUAN around 80 ton and SAN LUCAS 40 ton, the small craft did not carry a name, given as brigantine rigged.
21 November 1564 the small fleet set sail from Puerto de Navidad, Mexico with on board a total of 350 men.
The fleet set a westerly course in the latitude 9-13N. making a call at Guam from 23 January till 3 February 1565, reaching the Samar Islands on 13 February. From there sailed through the Surigao Strait to Cubu Island
On 13 February, 1565, Legaspi's expedition landed in Cebu island. After a short struggle with the natives, he proceeded to Leyte, then to Camiguin and to Bohol. There Legaspi made a blood compact with the chieftain, Datu Sikatuna as a sign of friendship. Legaspi was able to obtain spices and gold in Bohol due to his friendship with Sikatuna. On 27 April 1565, Legaspi returned to Cebu; destroyed the town of Raja Tupas and establish a settlement.
I can find only that the SAN PABLO returned back to New Spain and the SAN LUCAS which had lost contact with the fleet and after made a call in the Philippines returned back to New Spain also. I have not any fate of the vessels of the fleet.
This ships are the beginning of the famous Manila galleons who for the next 250 years made the passage over the Pacific, at least 1 ship a year was making a voyage.

Cook Island 1975 30c sg517, scott?
Source various internet sites.


The vessel depict on this stamp is a “galleon”, see viewtopic.php?f=2&t=11966&p=12844&hilit=galleon#p12844

Friar Andrés de Urdaneta, O.S.A., (November 30, 1498 – June 3, 1568) was a Spanish circumnavigator, explorer and Augustinian friar. As a navigator he achieved in 1536 the "second" world circumnavigation (after the first one led by Ferdinand Magellan and Juan Sebastián Elcano and their crew in 1522). Urdaneta discovered and plotted a path across the Pacific from the Philippines to Acapulco in the Viceroyalty of New Spain (present day Mexico) used by the Manila galleons, which came to be known as "Urdaneta's route." He was considered as "protector of the Indians" for his treatment of the Filipino natives; also Cebu and the Philippines' first prelate.
Early years
Urdaneta was born in the town of Ordizia in the Basque province of Gipuzkoa, Spain. He would have gone to sea at a young age, as was typical of the time.
Urdaneta was one of the few survivors of Loaísa Expedition to reach the Spice Islands late in the year 1526, just to be taken prisoner by the Portuguese. Undaneta spent the next eight and a half years in and around the Spice Islands, but eventually he managed to return to Europe in the Portuguese India Armada and under Portuguese guard. Upon his arrival in Lisbon on June 26, 1536, he achieved the second world circumnavigation, or rather the third or even the fourth circumnavigation in history, considering that Magellan and some of his men had been in the regions of Malaysia and Indonesia a decade before reaching the Philippines, or the route taken by other crew members of Magellan's expedition and later returned to Europe after Elcano`s ship, who were also brought by the Portuguese from Moluccas and then released in Lisbon. Urdaneta accomplished his trip around the world through a journey which lasted just shy of eleven years. In Lisbon the Portuguese authorities confiscated his charts and letters. Urdaneta then escaped to Spain, where he recreated much of the confiscated material, and presented it to the Spanish Court. King Charles I of Spain did not give him a very favourable reception either, and, wearied by his many adventures, he returned to New Spain and there entered the Order of Hermits of St. Augustine.
At the death of the viceroy, Don Luís de Velasco, in 1564, New Spain had passed under the government of the Audiencia, one of whose first cares was to equip an expedition for the conquest and colonization of the Philippines. This had been ordered by Philip II in 1559. Friar Andrés de Urdaneta having been designated as the Commander, the Viceroy had the matter under consideration at the time of his death. Urdaneta was considered a great navigator and especially fitted for cruising in Indian waters. Philip II wrote urging him to join the expedition and offering him the command. Urdaneta agreed to accompany the expedition but refused to take command; the adelantado, Don Miguel López de Legazpi, was appointed as Commander. The expedition, composed of the Capitana, which carried on board Legazpi and Urdaneta, the galleons SAN PABLO and SAN PEDRO, and the tenders SAN JUAN and SAN LUCAS, set sail on November 21, 1564.
Urdaneta founded the first Church dedicated to St. Vitales in the Philippines and the Basilica del Santo Niño and served as the first prelate of the Church in Cebu. After spending some time in the islands, Legazpi determined to remain and sent Urdaneta back for the purpose of finding a better return route and to obtain help from New Spain for the Philippine colony. (For the problem of sailing east across the Pacific, which Urdaneta solved, see Manila Galleon and Volta do Mar.) Urdaneta set sail from San Miguel (the island of Cebu), on June 1, 1565 and was obliged to sail as far as 38 degrees North latitude to obtain favourable winds. With the voyage in trouble, Urdaneta had to assume command himself. The ship reached the port of Acapulco, on October 8, 1565, having traveled 12,000 miles (20,000 km) in 130 days. Fourteen of the crew had died; only Urdaneta and Felipe de Salcedo, nephew of López de Legazpi, had strength enough to cast the anchors.
Upon arriving, Urdaneta discovered that a member of the crew of his expedition, Alonso de Arellano—who had abandoned them just after leaving the port—had actually beaten them across the ocean, arriving at Barra de Navidad in Jalisco in August of the same year. However, Arellano's notes were far less precise and professional than Urdaneta's, and so the latter's route became the famous and trusted one.
From Mexico, Urdaneta went to Europe to make a report on the expedition and then returned to New Spain, intending to continue on to the Philippines, but he was dissuaded by his friends. He wrote two accounts of his voyages: one giving the account of the Loaiza expedition was published; the other, which gives the account of his return voyage, is preserved in manuscript in the archives of the Council of the Indies.
For the remainder of the 16th and 17th centuries, Spanish ships, particularly the annual Manila-Acapulco trading Galleon, used "Urdaneta's route."
Urdaneta died in Mexico City in 1568.

Cook Island1975 25c sg516, scott
Source Wikipedia

Houqua (clipper)1844

The Houqua was an early clipper ship with an innovative hull design, built for A.A. Low & Brother in 1844. She sailed in the China trade. The Houqua was named "in honor of the beloved Canton Hong merchant Houqua, who had died the year before, and with whom the Low brothers had traded with in China for many years." Houqua, (also spelled Howqua or Hoqua), was the most prominent Hong merchant of the day. He "was to take her delivery in China as a warship on behalf of the Chinese government. However, upon arrival, she was found to be too small, and so she spent her career in merchant service for A.A. Low. The Houqua design combined the practical experience of an experienced sea captain with the mathematical insights of a leading naval architect of the time, John W. Griffiths. In 1843, the A. A. Low & Bros. representative in Canton, William Low, and his pregnant wife Ann had been passengers on a very slow and frustrating trip home from Canton with Captain Nathaniel Palmer on the Paul Jones. "To vent his frustration [Captain Nat] began carving a block of wood into the shape of what he thought the ideal hull of a Canton trader should look like, one that .. 'would outsail anything afloat' ... "He incorporated John W. Griffiths' ideas concerning a sharp concave bow with his own ideas of a fuller flat-bottomed hull." Upon arrival in New York, they approached A. A. Low & Bros. with the new design, which was further developed and built by David Brown of Brown & Bell shipyard. Captain Nathaniel Palmer "became an advisor to the Lows as a marine superintendent." In 1853, the ferry Tonawanda collided with Houqua in the fog in New York Harbor, necessitating repairs before she could set sail for San Francisco. "Subsequently, off the Horn, on this passage, she had very heavy weather, lying to, off and on, for many days. On May 5th, in a violent squall, a meteor, apparently about the size of a man’s head, broke at the masthead, throwing out the most violent sparks. Coming down the mast it passed to leeward and the two men standing near were sensibly affected and much frightened." "She sailed from Yokohama, August 15, 1864, for New York, and was thereafter never heard from again. It is assumed she foundered in a typhoon."
Rwanda 2013;200f;SG?

Oberon (Clipper ship)1869

She was built at Glasgow in 1869, for Bhaw * Maxton, for their China Tea Clipper Line, and, together with the Ariel and Titania, two sister vessels, was designed expressly for speed. While in the China trade they were assisted in calm weather by steam, having an auxiliary screw.
Basil Lubbock in his book "The Chine Clippers" writes: Before turning to the tea race of 1870,I must say words about “Oberon”,the ship which Captain Keay left “Ariel” to take command of. ”Oberon”was experiment of Maxton’s,one of those failures as auxiliary steamers which, when their screws were remowed,proved very fine sailing vessels.It is curious that this was by no means uncommon with early full-rigged steamers.The mention of the following names,the “Tweed”,”Oberon”,Daeling Downs”,”Lady Jocelyn”,and “Lancing” will show how successful the steamship design has been under sail. But her best speed under steam,at a coal concumption of 7 tons a day,was only 7 knots an hour,and she proved to be quite unable to stem a strong head wind and sea. She cost 35000 to build,and thus was a very constly experiment.Her black squad consisted of two engineers and three firemen.These poor wretches had a very bad time in the tropics,as in those days the ventilation of engine room and stokehole was most primitive.Capitain Keay,after a very worrying voyage, managed to get her home from Hankow via the Cape in 115days.He then left her for another troublesome steam kettle. Oberon's second voyage, with a less experienced captain, was an even greater disappointment than her first. She started well by making Port Said under sail alone in 18 days from Plymouth. The sails were then put in the gaskets and steam raised for the passage of the Canal and Red Sea. All went well until she was nearing the southern end of the Red Sea, when a strong southerly wind absolutely stopped her headway. Hoping that this would soon take off, the captain anchored off Mocha. But eight days passed and still the southerly wind blew as strong as ever, so Oberon was at last compelled to beat through Laage Strait under both steam and canvas. This soon consumed her limited supply of coal, and she was obliged to put into Aden to refill her bunkers. Coaling was again a necessity at Labuan. Her next trouble was going up the Yangtze to Hankow. With great difficulty she managed to stem the 7 -knot current as far as the Orphan Rock, but here the current became so fierce that her headway was completely stopped. Thereupon her engineer did what many another engineer was compelled to do in those early days of the steam engine, he jammed down the safety valve and raised the working pressure from 30 to 45 lbs. This desperate expedient just got her past the Orphan Rock in safety. On the homeward run she took 134 days from Hankow via the Cape. Two such voyages were enough. Her machinery was removed, and hence- forth she depended on sail alone with infinitely better results. The Obеron is a composite ship, and a glance at the vessel below shows that for strength nothing can surpass her. Her planking, of teak-wood, is as smooth as glass, and, with her beautiful entrance and fine ran, there Is nothing to prevent her from sailing. ”Oberon” was heavily rigged with three skysail yards,and when under sail alone proved a very fast,handy vessel and splendid sea boat.Her great length (241 feet, with a beam of but 36 feеt.) gives her good sailing power, and that she possesses this power In a remarkable degree has been fairly proved by various performances, which we give as follows : She made a voyage from Melbourne to London in 74 days and from Sydney to Melbourne in 8O days ; was 76 days from London to New Zealand ; made a voyage from this port lo Liverpool in 91 days, and came from Hongkong to this port In 37 days. One of her most remarkable performances was her last round voyage from London to New Zealand, and thence to this port in 121 sailing days, considerable less than the average of passages from New York or England direct to this port. The design of the Malawi stamp is made after painting of Montague Dawson.
Malawi:2013;350k;SG? ... 7_djvu.txt. ... 2.19&srpos.

LCA 1377 (Landing Craft Assault)

On the stamp depicted Royal Navy Landing Craft LCA-1377 carries American troops to a ship near Weymount in Southern England on June 1, 1944, during preparations for the Normandy invasion. British soldiers can be seen in the conning tower. For safety measures, U.S. Rangers remained consigned on board British ships for five days prior to the invasion of Normandy for "Operation Overlord".

The Landing Craft Assault (LCA) was a landing craft used extensively in World War II. Its primary purpose was to ferry troops from transport ships to attack enemy-held shores. The craft derived from a prototype designed by John I. Thornycroft Ltd. of Woolston, Hampshire, UK. During the war it was manufactured throughout the United Kingdom in places as various as small boatyards and furniture manufacturers.

Her displacement; 9 long tons (9,144 kg), tons burthen; 4 long tons (4,064 kg), length; 41.5 ft (12.6 m), beam; 10 ft (3.0 m), draught; light: 1 ft 1 in fwd, 1 ft 9 in aft loaded: 1 ft 9 in fwd, 2 ft 3 in aft, ramps; 1, propulsion; 2 × 65 hp Ford V-8 petrol, speed; 10 kt (light), 6 kt (loaded), range; 50–80 miles, troops; 36 troops or 800 lb (363 kg) cargo, crew; four; coxswain, two seamen and a stoker plus one officer per group of three boats, armament; 1 × Bren light machine gun, possibly 2 × Lewis Gun, 2 × 2-inch mortar fitted aft (later models), armour; 10 lb. DIHT (3/4") on bulkheads and sides 7.8 lb. DIHT (1/4") on decks above the troop well and engine space.

Most LCAs were fitted with a compass. The craft were steered by twin rudders. The LCA propulsion system was designed to be quiet. At low speeds the engines could not be heard at 25 yards. The power-plant, while quiet, has been criticized for being underpowered. Nevertheless the bow lines and small ramp made the LCA a reasonably good sea boat.

Typically constructed of hardwood planking and selectively clad with armour plate, this shallow-draft, barge-like boat with a crew of four could ferry an infantry platoon of 31, with space to spare for five additional specialist troops, to shore at 7 knots. Men generally entered the boat by walking over a gangplank from the boat deck of a troop transport as the LCA hung from its davits. When loaded, the LCA was lowered into the water. Soldiers exited by the boat's bow ramp.

The LCA was the most common British and Commonwealth landing craft of World War II, and the humblest vessel admitted to the books of the Royal Navy on D-Day. Prior to July 1942, these craft were referred to as "Assault Landing Craft" (ALC), but "Landing Craft; Assault" (LCA) was used thereafter to conform with the joint US-UK nomenclature system.

Landing craft could hardly be adored by soldiers required to endure rides in them through any sea conditions. Still, the design’s sturdy hull, load capacity, low silhouette, shallow draft, little bow wave, and silenced engines were all assets that benefited the occupants. The extent of its light armour, proof against rifle bullets and shell splinters with similar ballistic power recommended the LCA. Also, many a Tommy and GI looked favourably upon the luxury of seating in the well for the soldier passengers. Throughout the war in the Atlantic, the Mediterranean, and the Indian Ocean, the LCA was the most likely sea assault transport of British Commandos, United States Army Rangers, and other Special Forces.

Perhaps 1,500 LCAs survived the war in serviceable condition. But many of these LCAs were discarded, as when the LSI HMS Persimmon, returning to Britain from the Far East in 1946, dumped her lower deck LCAs overboard to lighten ship and make better speed. Many LCAs used in the Far East were not sent back to the United Kingdom. Damaged LCAs, along with other damaged landing craft, were sunk rather than repaired. In Cochin, India, at the shore establishment HMS Chinkara (home of the Landing Craft Storage), many LCA were towed out to the 10 fathom mark and sunk by various means from axe to Bofors gun fire. In home waters, the end of the war meant the merchant ships and passenger liners that had served as LSIs were returned to their owners and refitted to civilian trim. This left an LCA surfeit that was sold off for civilian uses. They were popular acquisitions among riparian holiday-makers and canal enthusiasts in Britain. Their holds covered and ramps sealed, LCAs became charming little houseboats.

She was the lead boat from HMS Prince Baudouin to Omaha Dog Beach (D-Day Landing) and gave a dry landing to the 5th Ranger Infantry Battalion troops. During the landing the crew of LCA 1377 not only held their boat onshore, but also used their machine guns to spray the hillside ahead of the troops, hoping to suppress some enemy fire while Rangers left the craft and tried to survive on Omaha Beachead. Just an artillery shell hit the fantail of her but this brave ship survived on Omaha Beach Assault.

Fate of her unknown at the end of WW-II.

Palau 2004, S.G.?, Scott: 777a.

Source: Wikipedia.


New Zealand’s first hospital chapel was built in 1927-28 in the grounds of Christchurch Hospital to commemorate the sinking of the troopship MARQUETTE. This stamp shows part of a stained-glass window within the chapel depicting a First World War nurse above the ship. Beside her a Second World War nurse is shown above the pyramids of Egypt.
This window was designed to commemorate the contribution and sacrifice of nurses who served in the First and Second World Wars. It includes references to nurses in uniforms of the times and seven nursing medals. The WWI nurses are seen with a representation of the MARQUETTE in the Aegean while the WWII nurses are depicted in Egypt and the Middle East with association to the pyramids.
MARQUTTE: Built as a passenger-cargo vessel under yard No 373 by A. Stephen& Sons at Linthouse near Glasgow for Wilson & Furness, London.
25 November 1897 launched as the BOADICEA.
Tonnage 7,057 gross, 4,441 net, dim. 149.96 x 15.91 x 9.54m., length bpp. 148.3.
Powered by one 3-cyl.triple expansion steam engine, manufactured by builder, 770 nhp, speed 14 knots.
Bunker coal capacity 1,100 tons.
Accommodation for 120 passenger’s first class.
January 1898 completed.
15 January 1898 made her maiden voyage from Glasgow to New York, then back to London.
18 February 1898 first voyage from London to New York. 7 July 1898 made her last voyage for the company in this service.
1898 Bought by Atlantic Transport Line, and in the service between London across the North Atlantic to New York.
11 August 1898 her first voyage for her new owners still under the name BOADICEA for one round voyage before renamed MARQUETTE on 15 September 1898.
February 1901 she lost two blades of her screw, but was able to reach her destination with only two blades.
May 1903 in the English Channel during fog she came in collision with the PREUSSEN, and had to call Southampton for repair.
24 March 1904 last voyage London to New York.
Chartered September 1905 by the Red Star Line for the service between Antwerp and Philadelphia, her accommodation downgraded to second class.
August 1914 made her last voyage for the Red Star Line from Antwerp to Boston and Philadelphia.
03 September 1914 resumed London to New York service for the Atlantic Transport Line.
30 December 1914 made her last voyage in this service.
Was then chartered as a transport by the British Government.
19 October 1915 sailed from Alexandria bound for Salonika under command of Captain John Bell Findlay with on board 95 crew, 6 Egyptians, 36 New Zealand nurses’ 12 officers and 143 other ranks of the No 1 Stationary Hospital and the Ammunition Column of the British 29th Division of 449 men. There were also 491 mules and 50 horses on board and ammunition.
The Marquette was escorted by the French destroyer TIRAILLEUR, but she left just before the attack.
23 October she was sighted by the German U-35 under command of Lt. Cdr. Waldemar Kophamel in a position 36 miles South of Salonika. The MARQUETTE with a speed of 9 knots was torpedoed on 09.15 a.m. and sank after 13 minutes after the torpedo struck, killing 29 crew, 10 nurses and 128 troops.
A naval Court of Enquiry was held on the protected cruiser HMS TALBOT in Salonica Harbour on 26 October. The report, dated 3 November, found that no-one was at fault.

More on the sinking you can find on the URL’s below. ... quette.htm ... 160104.2.6 ... ette_(1897)ows.htm

New Zealand 2015 80c Sg?, scott?
Source: Wikipedia. Dictionary of Disasters at Sea during the age of Steam 1824-1962. North Atlantic Seaway by N.R.P. Bonsor. Merchant Fleets in profile volume 2 by Duncan Haws. Internet.


The full index of our ship stamp archive


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

Click image to view full size
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 )

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.
Posts: 4062
Joined: Thu Apr 02, 2009 1:28 am

Return to Ship Stamps Collection

Who is online

Users browsing this forum: Baidu [Spider], Google [Bot], MSNbot Media, Yahoo [Bot] and 9 guests

Sponsored Links