SHIP STAMP SOCIETY

SHIP STAMP SOCIETY

Interested in Ships and Stamps? The Ship Stamp Society is an international society and publishes it’s journal, Log Book, six time a year. Full membership includes receiving Log Book by post, but there is an online membership costing just £12pa.
Full details can be found on our web site at http://www.shipstampsociety.com where you can also join and pay your chosen subscription through Paypal or by cheque.
A free sample of Log Book is available on request.

Mutsu IJN (Dreadnought Battleship) 1921

Mutsu, named after Mutsu Province, was a dreadnought battleship built for the Imperial Japanese Navy (IJN) at the end of World War I. She was the second ship of the Nagato class. In 1923, a year after commissioning, she carried supplies for the survivors of the Great Kantō earthquake. The ship was modernized in 1934–36 with improvements to her armor and machinery, and a rebuilt superstructure in the pagoda mast style.

Other than participating in the Battle of Midway and the Battle of the Eastern Solomons in 1942, where she did not see any significant combat, Mutsu spent most of the first year of the Pacific War in training. She returned to Japan in early 1943. That June, one of her aft magazines detonated while she was at anchor, sinking the ship with the loss of 1,121 of the 1,474 crew and visitors. The majority of the casualties died not from drowning, but from the explosion.

The IJN conducted a perfunctory investigation into the cause of her loss and concluded that it was not of natural causes. Due to the deaths of most of the people on the ship, however, while many possible causes were raised, to this day the real cause of the explosion is not yet known.

The navy dispersed the survivors in an attempt to conceal the sinking in the interest of morale in Japan, continuing even to pay the salaries of the dead men. Much of the wreck was salvaged after the war and many artifacts and relics are on display in Japan.

Mutsu had a length of 201.17 meters (660 ft 0 in) between perpendiculars and 215.8 meters (708 ft 0 in) overall. She had a beam of 28.96 meters (95 ft 0 in) and a draft of 9 meters (29 ft 6 in). The ship displaced 32,720 metric tons (32,200 long tons) at standard load and 39,116 metric tons (38,498 long tons) at full load. Her crew consisted of 1,333 officers and enlisted men as built and 1,368 in 1935. The crew totaled around 1,475 men in 1942.

Mutsu, named for Mutsu Province, and for the Meiji Emperor's personal name, Mutsuhito, was laid down at the Yokosuka Naval Arsenal on 1 June 1918 and launched on 31 May 1920. Funding for the ship had partly come from donations from school children. While Mutsu was still fitting out, the American government called a conference in Washington, D.C. late in 1921 to forestall the massively expensive naval arms race that was developing between the United States, the United Kingdom and the Empire of Japan.

The Washington Naval Conference convened on 12 November and the Americans proposed to scrap virtually every capital ship under construction or being fitting out by the participating nations.Mutsu was specifically listed among those to be scrapped even though she had been commissioned a few weeks earlier. This was unacceptable to the Japanese delegates; they agreed to a compromise that allowed them to keep Mutsu in exchange for scrapping the obsolete semi-dreadnought Settsu, with a similar arrangement for several American Colorado-classdreadnoughts that were fitting out. Mutsu was commissioned on 24 October 1921 with Captain Shizen Komaki in command. Captain Seiichi Kurose assumed command on 18 November and the ship was assigned to the 1st Battleship Division on 1 December. Mutsu hosted Edward, Prince of Wales, and his aide-de-camp,Lieutenant Louis Mountbatten, on 12 April 1922 during the prince's visit to Japan.

On 4 September 1923, Mutsu loaded supplies at Uchinoura Bay, Kyushu, for the victims of the Great Kantō earthquake. With her sister Nagato, she sank the hulk of the obsolete battleship Satsuma on 7 September 1924 during gunnery practice in Tokyo Bay, in accordance with the Washington Naval Treaty. CaptainMitsumasa Yonai, later Prime Minister of Japan, assumed command on 10 November. The ship was transferred to the reserve on 1 December 1925. Mutsu served as flagship of Emperor Hirohito during the 1927 naval maneuvers and fleet review. Captain Zengo Yoshida relieved Captain Teikichi Hori on 10 December 1928. On 29 March 1929, the ship was assigned to Battleship Division 3, together with three light cruisers.

Mutsu 's anti-aircraft armament was upgraded during 1932. Upon completion, she was assigned to Battleship Division 1 of the 1st Fleet, and again served as the Emperor's flagship during the annual maneuvers and fleet review in 1933. The ship was placed in reserve on 15 November and began her lengthy reconstruction. This was completed on 30 September 1936 and Mutsu rejoined the 1st Battleship Division on 1 December 1936. In August 1937, she transported 2,000 men of the11th Infantry Division to Shanghai during the Second Sino-Japanese War. Her floatplanes bombed targets in Shanghai on 24 August before she returned to Sasebo the following day. On 15 November 1938, Captain Aritomo Gotō assumed command of the ship. Mutsu was placed in reserve from 15 December 1938 to 15 November 1939. She was refitted in early 1941 in preparation for war; as part of this work, she was fitted with external degaussing coils and additional armor for her barbettes.

During the war Mutsu saw limited action, spending much of her time in home waters. On 8 December 1941, she sortiedfor the Bonin Islands, along with Nagato, the battleships Hyūga, Yamashiro, Fusō, Ise of Battleship Division 2, and the light carrier Hōshō as distant support for the fleet attacking Pearl Harbor, and returned six days later. On 18 January 1942, Mutsutowed the obsolete armored cruiser Nisshin as a target for the new battleship Yamato, which promptly sank her.

In June 1942 Mutsu, commanded by Rear Admiral Gunji Kogure, was assigned to the Main Body of the 1st Fleet during theBattle of Midway, together with Yamato, Nagato, Hosho, the light cruiser Sendai, nine destroyers and four auxiliary ships. Following the loss of all four carriers on 4 June, Yamamoto attempted to lure the American forces west to within range of the Japanese air groups at Wake Island, and into a night engagement with his surface forces, but the American forces withdrew and Mutsu saw no action. After rendezvousing with the remnants of the Striking Force on 6 June, about half of the survivors from the sunken aircraft carriers of the 1st Air Fleet were transferred to Mutsu. She arrived at Hashirajimaon 14 June.

On 14 July, Mutsu was transferred to Battleship Division 2 and then to the Advance Force of the 2nd Fleet on 9 August. Two days later, the ship departed Yokosuka accompanied by the cruisers Atago, Takao, Maya, Haguro, Yura, Myōkō, the seaplane tender Chitose and escorting destroyers to support operations during the Guadalcanal Campaign. They arrived at Truk on 17 August. On 20 August, while sailing from Truk to rendezvous with the main body of Vice Admiral Chūichi Nagumo's 3rd Fleet, Mutsu, the heavy cruiser Atago, and escorting destroyers unsuccessfully attempted to locate the escort carrier USS Long Island in response to a flying boat detecting the American ship.

During the Battle of the Eastern Solomons on 27 August, Mutsu, assigned to the Support Force, fired four shells at enemy reconnaissance aircraft during what was her first and only action of the war. Following her return to Truk on 2 September, a group of skilled AA gunnery officers and men were detached to serve as instructors to ground-based naval anti-aircraft gunners stationed in Rabaul. During October Mutsu off-loaded surplus fuel oil to the fleet oil tanker Kenyo Maru, allowing the tanker to refuel other ships involved in Guadalcanal operations. On 7 January 1943, Mutsu steamed from Truk via Saipan to return to Japan together with the carrier Zuikaku, the heavy cruiser Suzuya and four destroyers. Mutsu left Hashirajima for Kure on 13 April, where she prepared to sortie to reinforce the Japanese garrisons in the Aleutian Islands in response to the Battle of the Komandorski Islands. The operation was cancelled the next day and the ship resumed training.

On 8...

ESP-88 DESAFIO ESPANOL yacht

For the 2007 Louis Vuitton Cup 2007 the Spanish syndicate Desafio Espanol had four yachts the ESP 65, ESP 67, ESP 88 and ESP 97.
The yacht depict on the Micronesia stamp with this hull colours must be the ESP 88, while the Spanish stamp shows a yacht from the syndicate but not a sail number is visible.
ESP 88 was built as an IACC class yacht by King Marine boatyard in Valencia, Spain.
April 2006 christened ESP 88.
The ESP 65 and ESP 67 were used as training yachts, while the other two were used in the Louis Vuitton race in Valencia in 2007. The ESP 88 was not racing in the Louis Vuitton Cup 2007 but more used as a tune boat for the ESP 97.
2014 Where is she???

Micronesia 2007 26c sg?, scott? (she is the yacht on the right, the left yacht not identified yet.)
Spain 2007 0.30 Euro sg?, scott?

Diogo Gomes

Diogo Gomes (c. 1420 – c. 1500), was a Portuguese navigator, explorer and writer. Diogo Gomes was a servant and explorer of Portuguese prince Henry the Navigator . His memoirs were dictated late in his life to Martin Behaim . They are an invaluable (if sometimes inconsistent) account of the Portuguese discoveries under Henry the Navigator, and one of the principal sources upon which historians of the era have drawn. He explored and ascended up the Gambia river and discovered some of the Cape Verde islands. Probably a native of Lagos, Portugal , Diogo Gomes started out as page in the household of PrinceHenry the Navigator , and subsequently rose to the rank of cavaleiro ( knight ) by 1440. Diogo Gomes participated in the 1445 slave raid led by Lançarote de Freitas of Lagos on the Arguin banks , and claims to have personally captured 22 Berber slaves singlehandedly. (Chronicler Zurara , who relates the raids in some detail, does not seem to make notice of Diogo Gomes, although he does mention a 'Picanço', which later João de Barros suggests was actually the ship and nickname of a "Gomes Pires", possibly a reference to Diogo Gomes). He was named a royal clerk on 12 June 1451, and went on in the service of both Prince Henry and the Portuguese crown.In 1456 (give or take a year - his account does not give a precise date), Diogo Gomes was sent out by Prince Henry in command of three vessels down the West African coast. Gomes is said to have reached as far as Rio Grande (now Geba River , in Guinea Bissau ), a huge leap beyond the last point known to be reached by the Portuguese. But strong currents checked Gomes's course and his officers and men feared that they were approaching the extremity of the ocean, so he turned back. On his return, Gomes put in at the Gambia River , and ascended up the Gambia a considerable distance, some 50 leagues (250 miles), reaching as far as the major market town of Cantor, an entrepot of the Mali gold trade. Diogo Gomes credits himself as the first Portuguese captain to interact peacefully with the natives in this region (all prior expeditions had been fended off or fallen in hostilities on the Senegambian coast, although Alvise Cadamosto had also sailed successfully that same year). At Cantor, Gomes collected much information about the gold mines and trade patterns of the upper Senegal and upper Niger, of the cities of Kukia and Timbuktu and the Trans-Saharan trade routes that stretched to the Moroccan coast. Although the region was primarily Muslim, Gomes seems to have won over at least one important chief, named Numimansa , with his court, toChristianity and Portuguese allegiance. Teixeira da Mota identifies 'Numinansa' as the chieftain of the Nomi Bato, and may have been the same chieftain responsible for the deaths of earlier explorers Nuno Tristão in 1446/47 and Vallarte in 1447/78.
Some time after returning to Portugal, Diogo Gomes was appointed (or rewarded) with the lucrative office of almoxarife (receiver of royal customs) of the town of Sintra (he was certainly holding that office by October 1459). He would remain in that position until 1479/80 (and continued using the title as a courtesy thereafter until his death).
Diogo Gomes made another African voyage in 1462 (which some historians date as 1460). He sailed down to the Saloum River delta ( Rio dos Barbacins ) in Senegambia, to enter into trade with the Serer people of Sine and Saloum . There he stumbled upon the caravel of the Genoese captain António de Noli , and they charted a return journey together. On the return, Diogo Gomes stumbled upon the Cape Verde islands , and claims to have been the first to land on and name Santiago island (his priority is contested by Cadamosto ). Diogo Gomes speaks, with some resentment, of how Antonio de Noli managed to reach Lisbon before him and secured the captaincy of Santiago island from the king before his arrival.
Prince Henry having died in 1460, Diogo Gomes, after his return, retired from active exploring and pursued a career with Henry's nephew and heirFerdinand of Viseu and the royal court. In 1463, he was appointed royal squire ( escudeiro ) for King Afonso V of Portugal . In 1466, he secured a generous royal pension of 4,800 reals, to which were attached duties as a magistrate in Sintra.
His death date is uncertain. Some date it as early as 1485, although historian Peter Russell suggests he lived until at least 1499. We have confirmation he was certainly dead by 1502
Already in advanced age, Diogo Gomes orally dictated his memoirs to the German cartographer Martin Behaim during the latter's sojourn in Portugal. The exact date of the relation is uncertain, and could be anytime between 1484 (Behaim's arrival) to 1502 (when we have confirmation of Gomes's death).
Portugal1991;80,0;SG? Dominica1991;10c;SG1406. Сabo Verde1952;1e;20e;SG350;SG?.
From Wikipedia, the free encyclopedia

Spencer HMS (Ship of the Line) 1800

With “special pride” the Isle of Man honoured a Manxman who served with Admiral Nelson at Trafalgar with a set of stamps issued 1979. Captain John Quilliam (1771-1829) was one of more than 3000 seamen from the Isle of Man who served in British Navy at that time.

HMS Spencer was a 74-gun third-rate ship of the line of the Royal Navy, launched on 10 May 1800 at Bucklers Hard. Her designer was the French émigré shipwright Jean-Louis Barrallier. She served in two major battles, Algeciras Bay and San Domingo, and in a number of other campaigns. She was broken up in 1822.

Captain Henry D'Esterre Darby commissioned Spencer in June 1800.

By July 1801 Spencer was at the Rock of Gibraltar in the squadron under the command of Rear Admiral James Saumarez in Caesar On 6 July Saumarez sailed from Gibraltar with Caesar, Pompee, Spencer, Venerable, Hannibal and Audacious with the intention of attacking Admiral Linois's squadron of three French line-of-battle ships and a frigate, which were lying a considerable distance from the batteries at Algeciras. As Venerable, the leading ship, approached the wind dropped and she was forced to anchor. Pompee managed to get into action but Hannibal grounded and was forced to strike. In the battle the British drove two of the French ships ashore and badly damaged the rest. The total loss in the British squadron was 121 killed, 240 wounded, and 14 missing. The Franco-Spanish force lost 317 men killed and some 3-500 wounded.

On 8 July a squadron of five Spanish ships-of-the-line, a French 74, three frigates and a large number of gunboats reinforced the French ships. Hard work repaired all the British ships at Gibraltar, except Pompee in time for them to follow the Franco-Spanish fleet when it sailed on 12 July. In the subsequent second phase of the Battle of Algeciras Bay, the two first rates Real Carlos and Hermenegildo fired upon each other during the night, caught fire and exploded, with tremendous loss of life. The British captured the third rate St Antoine. In 1847 the Admiralty authorized the issue of the Naval General Service Medal with clasp "Gut of Gibraltar 12 July 1801" to all surviving claimants from the battle; 192 medals were issued.

Spencer joined Admiral Robert Calder's squadron in October 1801. In December she sailed in chase to the West Indies.

In May 1803 Captain Robert Stopford recommissioned Spencer. On 28 August Spencer recaptured the East Indiaman Lord Nelson. On 28 May she recaptured the Castle Douglas, and the next month, on the 10th, she recaptured the Lord North. On 20 November Spencer captured the Virgin del Brien Consiglio, and then nine days later, the Nostra Senora del Carmen, J. de Moro, Master.

Spencer joined Admiral Nelson off Toulon in August 1804. Spencer was then part of a squadron off Cadiz under Vice-admiral John Duckworth, when news reached Duckworth that two French squadrons had sailed from Brest in December 1805. Duckworth took his squadron to Barbados to search for them, eventually sighting Leissègues' squadron off San Domingo on 6 February 1806. Duckworth organised his ships into two lines, the weather line consisting of Superb, Northumberland and Spencer, while the lee line consisted of Agamemnon, Canopus, Donegal and Atlas. The lines moved to attack the French ships and the battle broke out.

During the battle, Superb badly damaged the French 74-gun Indivisible, leaving her adrift, her rigging shot off and her rudder destroyed. Spencer then took Indivisible. The battle was a victory for the Royal Navy, and Stopford and the other captains received a Naval Gold Medal for their actions. In 1847 the Admiralty authorized the issue of the Naval General Service Medal with clasp "St. Domingo" to all surviving claimants from the battle; 396 medals were issued.

Next, Stopford and Spencer participated in the British invasions of the Río de la Plata and Battle of Copenhagen.

Spencer arrived off Kristiansand, Norway on 18 September 1807 with two other ships. The ships withdrew after they were fired on by Christiansholm Fortress. The ship's commander decided to occupy the abandoned Fredriksholm Fortress in the Kristiansand fjord, and demolish it. Charges were laid but after waiting some time for the explosion, men were sent back to check if the fuses had gone out. They had not, and four of the men were killed in the resulting explosion.

In April 1808 Captain John Quilliam took command and sailed Spencer in the Channel, where she served as the flagship for now Admiral Stopford.

Spencer underwent major repairs at Plymouth from October 1811 until March 1814. Captain Richard Raggett recommissioned her in January 1814 and during the American War of 1812-15 sailed her to North America escorting a convoy to Canada. Later in 1814 he patrolled in the Gulf of Maine. Under threat of bombardment, two undefended Cape Cod towns yielded to Raggett's ransom demands, earning his warship the nickname "Terror of the Bay". During 1814, Spencer shared in the capture of the American brigantine Superb.

After a successful cruise in the summer of 1814 during which she captured the Royal Navy schooner Landrail, the American privateer Syren returned to the United States but as she approached the Delaware River the British blockading ships gave chase. To escape the boats of Spencer and Telegraph, on 16 November Syren ran ashore under Cape May. Her crew set her on fire before making their escape.

From August 1815, Spencer served as a guardship in Plymouth under the command of Captain William Robert Broughton. On 16 March 1817, Wolf, a tender to Spencer, captured two smuggling boats, the Albeona and the Two Brothers, and their cargo. Wolf was in company with the revenue cruiser Vigilant. In 1818 Captain Sir Thomas Hardy replaced Broughton.

Captain Samuel Rowley replaced Hardy in September. Spencer then served as the flagship for Rear Admiral Sir Josias Rowley at Cork. Sir Thomas Lavie replaced Rowley in turn in December 1821.

Spencer was broken up at Plymouth in April 1822.

Isle of Man 1979, S.G.?, Scott: 160.

Source: Wikipedia.

FRA-60 ex BLACK MAGIC (II) NZL-60 yacht

The yacht depict on this 80g stamp of Micronesia with sail number FRA-60 is the yacht used by the French syndicate K-Challenge Areva Challenge in the Louis Vuitton Cup race in Valencia in 2007.
Built for Team New Zealand for the 2000 America Cup races in Auckland, built by Cookson Boatyard in Auckland.
Designed by Laurie Davidson & Clay Oliver.
October 1999 completed as BLACK MAGIC (II) NZL-60.
Under skipper Russell Coutts she was defender in Auckland against the challenger the Italian yacht LUNA ROSA ITA-45.
The BLACK MAGIG (II) winning five races to nil and the America Cup stayed in New Zealand.

For the Louis Vuitton Cup races in 2007 was she leased by K-Challenge Areva Challenge as a training boat, renamed in FRA-60.
I am not sure when she came back to New Zealand but she is now (2014) in the Viaduct Harbour, Auckland and owned by SailNZ waiting for restoration.

Micronesia 2007 80c sg?, scott?
Maldives 2008 rf10 sg?, scott?, (AREVA the hull colour is black most probably the FRA-60 is depict??)
Source: Internet various sites.

Gil Eanes

Gil Eanes was a 15th-century Portuguese navigator and explorer .
Little is known about the personal life of Gil Eanes, prior to his role in the Portuguese Age of Discovery , and was considered a household servant and shield-bearer of the Infante Henry the Navigator . He was a native of Lagos on which he based his sea voyages, in the southernAlgarve .
He joined the service of Prince Henry's expeditions in 1433, when the Infante entrusted him with a vessel and crew, in order to attempt to round Cape Bojador , until then an impassable cape , with the level of knowledge and equipment. Sailing from Lagos, Portugal , Eanes made an unknown number of voyages along the west coast of Africa , before being driven west towards the Canary Islands . In the islands he captured some inoffensive natives and returned with them as captives to Sagres , excusing his failure by recounting the dangers of the trip. is return was greeted with reserve and coldness in the court of Prince Henry, who had expected the navigator to succeed in rounding the Cape. Eanes hoped to return to favour in the following year, if the Prince would favour him with a second expedition. In 1434, his barquentine - caravel and crew was able to sail beyond Cape Bojador and return to Sagres, reporting the conditions of the water, land and ease of navigation beyond the Cape, and bringing with him some plants to prove that they had succeeded in their expedition. The discovery of a passable route around Cape Bojador marked the beginning of the Portuguese exploration of Africa.
Eanes made another voyage, with Afonso Gonçalves Baldaia , in 1435. They sailed about 30 leagues (144 km), or even 50 leagues (240 km) south of Cape Bojador and reached the African coast. Although they did not discover any inhabitants immediately, they did find traces of a human presence, during a voyage that was considered favourable. They named the bay in which they anchored Angra dos Ruivos ( Cove of Reds ), for the abundance of fish (resembling gurnets ) that they caught in the waters.
Portugal 1945;10,0;SG? 1992;35,0;SG? Dominica1991;10c;SG1406.
From Wikipedia, the free encyclopedia
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EXXON VALDEZ tanker

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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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