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Built as a steam trawler under yard no 645 by Cochrane & Sons, Selby for Pioneer Steam Fishing Co. Ltd., Grimsby.
14 August 1915 launched as the NIGHT HAWK.
Tonnage 307 gross, 150 net, dim. 40.23 x 7.31 x 3.90m.
Powered by one 3-cyl. triple expansion steam engine manufactured by C. D. Holmes & Co. Ltd. Hull, 89 nhp, speed ?
January 1916 completed.

14.8.1915: Launched by Cochrane & Sons Ltd, Selby (Yd.No.645) for The Pioneer Steam Fishing Co Ltd, Grimsby as NIGHT HAWK.
1.1.1916: Registered at Grimsby (GY822).
3.1.1916: Completed (Alick (Alec) Black, manager).
2.1916: Sold to The Grimsby Steam Fishing Co Ltd, Grimsby (George E. J. Moody, manager).
3.1916: Requisitioned for war service as a minesweeper (1-6pdr HA) (Ad.No.1936). Employed on escort duties. Based Devonport.
By 12.3.1919: Returned to owner at Grimsby.
1926: Sir George E. J. Moody appointed manager.
7.2.1934: On an Icelandic trip off Isafjord sustained damage after striking an ice flow.
1.1939: Sold to Earl Steam Fishing Co Ltd, Grimsby (Sir Alec Black, manager).
1.6.1940: Requisitioned for war service as an auxiliary patrol vessel (P.No.FY.1858) (Hire rate £86.19.8d/month).
10.1940: Fitted out as a minesweeper. Based Plymouth with M/S Group 76.
8.1941: Sold to North Star Steam Fishing Co Ltd, Aberdeen.
22.9.1941: Grimsby registry closed.
25.9.1941: Registered at Aberdeen (A517).
1944: Employed on auxiliary patrol duties.
1944: Sold to Parkholme Trawlers Ltd, Fleetwood (Harvey Wilfred Wilson, Grimsby, manager). Aberdeen registry closed. Registered at Grimsby (GY15).
1945: Sold to Milford Fisheries Ltd, Milford Haven (Owen W. Limbrick, manager).
8.1946: Returned to owner.
24.8.1948: Landed at Fleetwood (Skipper Arthur Harvey) after nine day trip on herring, 1,350 boxes grossed £2,250.
6.1954: Laid up at Milford due to NCB further increase in price of bunker coal.
29.6.1956: Alongside in Milford. Two men scalded by steam when boiler door joint blew.
2.1959: Sold to Jacques Bakker en Zonen, Bruges for breaking up.
25.2.1959: Last landing at Milford.
28.2.1959: Sailed Milford for Zeebruges.
2.3.1959: Delivered Bruges, and broken up by J. Bakker & Zonen at Zelzate, Belgium, at that time she carried still the name NIGHT HAWK.

Liberia 2015 $30 sg?, scott? ... hawk-gy15/ ... t_hawk.htm


Padi is used for transportation of red clay for pottery in the Barisal area. Heavy block ends, both tall and truncat¬ed on top. Very low freeboard amidships. Covered area over most of the hull. Quarter rudder. Mast stepped in forward third. Crew of 2. Length ca. 13m.

Bangladesh2013;100,0; Ms.SG? Source: A Dictionary of the world’s Watercraft from Aak to Zumbra.

Panshi Bangladesh/India

Water-taxi, fishing boat, ferryboat, and produce carrier of the Ganges River and Delta. Carvel planking fastened with staples; sides teak, bottom ironwood; rounded hull without keel. Long, overhanging spoon bow and stern formed from heavy, squared stem and sternpost; bow low, stern higher and broader. Generally undecked except at the ends. Those carrying jute and rice have a large, built-up house; cargo area lined with tin sheets; sides and roof of bamboo. Passenger panshis have a cabin with sides of wood or tin; a large type may be called a kuthir-pansi. Steered with either an oar or tall, balanced rudder; steering platform built above the cabin. Rowed by 6 oarsmen seated forward,poled,or sailed, setting 1-2 square sails. Average 5-6 in crew: Reported lengths 6-20m; West Bengal fishing panshi length 8.2m, beam 2.28m, depth 0.9m; shallow draft. The Pabna panshi is a long, narrow boat used in local: boat races.

Bangladesh2013;100,0; Ms.SG? Source: A Dictionary of the world’s Watercraft from Aak to Zumbra.


Built as a cargo vessel under yard no 605 by Sir James Laing & Sons at Deptford, Sunderland for their own account.
18 August 1904 launched as the WONGA FELL.
Tonnage 3,998 gross, 2,583 net, dim. 109.0 x 14.78 x 5.60m.
Powered by one 3-cyl triple expansion steam engine manufactured by G Clark Ld. Sunderland, 361 nhp., speed 10 knots.
October 1904 completed.

After completing chartered by W.S. Fell Co. Ltd., Sydney, NSW, Australia.
28 November1904 she sailed on her maiden voyage from London to Freemantle, Australia, where she arrived in January 1905.
1906 Was she bought by W.S. Fell & Co. Ltd, Sydney not renamed.
1909 Sold to W. Crosby & Co, Melbourne who renamed her in 1910 in WONGANELLA.
During World War I from 18 November 1915 was she requisitioned by the British Admiralty as a decoy or Q- ship
Her armament is not given.
During that time her patrols or voyages were in the Mediterranean she made one round voyage from the UK to Halifax before she was decommissiond.
11 March 1917 on a passage from Malta to Gibraltar at 36 38N 0 13E came under attack of an enemy submarine with torpedoes and gunfire. The following extract from E. Kebble Chatterton’s Q-Ships and Their Story records the action:
On March 11, 1917, the WONGANELLA (Lieut.-Commander B.J.D. Guy, RN) was on her way from Malta to England via Gibraltar, she was shelled by a submarine, and while the ‘panic’ party were getting out the boats, a shell wounded the officer and several of the crew in the starboard lifeboat. Another shell went through the bulwarks of the ship, wounding some men and bursting the steam-pipe of the winch, thus rendering unworkable the derrick used for hoisting out the third boat, and the port lifeboat was also damaged
Shells burst in the well deck and holed the big boat, so in this case, as all his boats were ‘done in’, the captain had to give up the idea of ‘abandoning’ ship. There was nothing for it but to open fire, though it was not easy for orders to be heard in that indescribable din when shells were bursting, steam pouring out form the burst winch-pipe, wounded men in great pain, and WONGANELLA’s own boiler-steam blowing off with an annoying roar
As soon as fire was opened, the submarine dived and then fired a torpedo, which was avoided by WONGANELLA going astern with her engines, the torpedo just missing the ship’s fore-foot by 10 feet. No more was seen of the enemy, and at dusk the armed steam yacht IOLANDA was met, from whom a doctor was obtained, thus saving the lives of several of the wounded
In this engagement, whilst the White Ensign was being hoisted, the signal halyards were shot away, so the ensign had to be carried up the rigging and secured thereto. WONGANELLA was holed on the water-line and hit elsewhere, but she put into Gibraltar on March 13.
After Gibraltar she sailed to Portsmouth where she arrived on 02 April. She made then a round voyage to Halifax, Canada on her return voyage she rescued 30 survivors from the British cargo vessel ELELE which was torpedoed by the U-24 on 18 June 1917 on a voyage from Boston, USA to Liverpool loaded with wheat & munitions.
23 June 1917 arrived at Plymouth. August 1917 decommissioned as a naval crewed vessel and again merchant manned. 1922 registered in Capetown. 1930 Sold to Afrikanska Angfartygs A/B, Gothenburg, Sweden and renamed MAGDA. 31 March 1933 on a voyage from Callao, Peru to Buenos Aires loaded with timber and general cargo she stranded on the Stragglers at the entrance of Smyth Channel, Magallanes. She was wrecked and lost, the crew were rescued by the Chilean cargo vessel DON RICARDO.

Liberia 2015 $30 sg?, scott?
Source: Lloyds Register 1930.


Built as a passenger-cargo vessel under yard No 279 by Workman Clark & Co. Ltd., Belfast for the Orient Steam Navigation Company Ltd. London.
06 July 1909 launched as the ORVIETO, named after a small town in Northern Italy.
Tonnage 12,130 gross, 7,421 net, 7,400 dwt, dim. 163.1 x 19.50 x 11.76m., draught 8.34m.
Powered by two 4-cyl. quadruple expansion steam engines manufactured by the shipbuilder, 14,000 ihp, twin shafts, speed 18 knots.
Passenger accommodation for 235 first, 186 second and 696 third class passengers.
Cargo capacity: 2,690 cubic meters refrigerated.
04 November 1909 completed. Building cost £335,713.

She was built for liner service between London to Brisbane, Australia.
26 November 1909 sailed from London for her maiden voyage to Brisbane.
1913 Was she the first ship of the Orient Line which used the New Farm Warf in Brisbane.
1914 Chartered by the Commonwealth of Australia until 29 December 1914
After two months in Sydney dock being fitted out as a troop transport, she sailed for Egypt on 15 November 1914 with 91 officers and 1,347 men of the AIF (Australian Imperial Force), as part of a convoy of 36 ships escorted by Royal Navy and Japanese cruisers, including HMAS MELBOURNE and HMAS SYDNEY. On board the ORVIETO were Major General W T Bridges and his staff of the 1st Division. This included his chief of staff, Lieutenant Colonel (later General) C B B White, Major (later Major General) J. Gellibrand, Lieutenant (later Lord) R G Casey and official correspondent C E W Bean. The ship also carried the 5th Infantry Battalion and 2nd Field Company. ORVIETO was the first ship of the convoy to leave Sydney and the first to set sail from Western Australia for Europe and led the transports all the way to Egypt
21 October 1914 embarked 5th Infantry Battalion (Victoria) 2nd Infantry Brigade & 2nd Field Company Engineers (Victoria) First Division at Melbourne.
1st November 1914 assembled with the first convoy at King George's Sound, Albany Western Australia in transporting the First Detachment of the Australian and New Zealand Imperial Expeditionary Forces to Egypt.
While calling at Colombo on November 15th, the ORVIETO took on board a number of prisoners from the German cruiser EMDEN which had been disabled and grounded by HMAS SYDNEY after 70 days marauding in the Indian Ocean. The prisoners included the ship's captain (von Müller) and torpedo officer (Prince Franz Josef von Hohenzollern). The Australian troops and German POWs were disembarked on arrival at Suez and the ORVIETO proceeded to London, arriving in January 1915.
January 1915 chartered by the British Admiralty for use as a minelayer, fitted out at Blackwall and armed with 4 – 4.7 inch guns and 1 – 3pdr AA gun. Could carry 300 mines.
06 January 1915 commissioned as HMS ORVIETO.
During 6 voyages she laid 3,000 mines from June 1915 till May 1916 in the waters of the East coast of Great Britain.
25 May 1916 Decommissioned at London, 27 May 1916 recommissioned as an AMC armament increased to 8 – 6 inch and 2 – 6pdr guns.
After she left London she was a unit of the Tenth Cruiser Squadron on the Northern Patrol, she intercepted over 30 foreign merchant ships and sent them in British port to be searched the first six months when in service as a AMC.
23 March 1918 sailed from Liverpool after a refit to commence Atlantic convoy escort duty.
19 October 1919 paid off and returned to owners.
11 December 1918 the Peninsular and Oriental Steam Navigation Company acquires a controlling interest in Orient Steam Navigation Company Ltd.
01 November 1919 after a refit again in the liner service from the UK to Brisbane managed by Anderson Green & Co. Ltd.
August 1930 made her last voyage to Australia and after return laid up at Southampton.
03 April 1931 arrived at Bo’ness and was broken up by P & W MacLellan

Liberia 2015 $30 sg?, scott?
Source: P&O fact sheet. Armed Merchant Cruisers 1878-1945 by Osborne, Spong & Grover.


Built as a monitor under yard No 433 by Vickers at Barrow for the Brazilian Government, taken over by the British Government in 1914.
24 August 1912 laid down.
17 June 1913 launched as the JAVARY.
Displacement 1,280 ton, dim. 81.31 x 15 x 1.7m.
Powered by two triple expansion steam engines, 1.450 ihp, twin shafts, speed 12 knots.
Armament2 – 6 inch guns, 2 – 4.7 inch howitzers, 4 – 3pdr guns and 1 – 3 inch AA gun.
08 August 1914 bought by the British Government and renamed HMS HUMBER.
September 1914 completed.

HMS HUMBER was a Humber-class monitor of the Royal Navy. Originally built by Vickers for Brazil as JAVARY (Revolt).
Brazilian monitor JAVARY (1913), the British-built lead ship of the Javary class of monitors; refused by the Brazilian Navy because of financial setbacks in the Brazilian economy; she was purchased by the Royal Navy in 1914 on the outbreak of the First World War along with her sister ships SEVERN and MERSEY.
Service history
HUMBER took part in operations along the Belgian coast October to November 1914. In March 1915, she was towed to Malta, and arrived off Gallipoli in June. She remained in Egyptian waters until August 1917, when the vessel became a guardship at Akaba, before being sent to Mudros in October 1918 and on to Ismid, Turkey, arriving there on 12 November.
HUMBER returned to England in March 1919, and was refitted prior to being towed to Murmansk in May 1919, for service with the British forces in the Russian Civil War. She left Archangel in September 1919 and was towed back to England for paying off.
HUMBER was sold on 17 September 1920 to F. Rijsdijk in the Netherlands and converted to a crane lighter. She was still afloat in 1938 and was probably broken up post 1945.
(A Dutch web-site gives that she was sold in 1938 to France she still carried the name HUMBER when sold.) gives that she was under French flag, her fate not given.

Liberia 2015 $30 sg?, scott?


The full index of our ship stamp archive


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

Click image to view full size
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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 )

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.
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