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.
Other benefits include the availability of a "Packet" for anyone who wants to purchase or sell ship stamps.
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.

VARIOLA and DENEB fishing schooners

The Seychelles issued in 1989 four stamps for the 25th Anniversary of the African Development Bank (ADB). Two stamps show us fishing schooners used in the waters off the Seychelles.

The two schooners depict show on the R3 the VARIOLA and on the R10 the DENEB.

Fishing schooners in the Seychelles, which are wooden-hull, decked vessels, usually between 10 and 13 m LOA and equipped with a three- or four-cylinder diesel inboard engine, with two holds of 500–3 000 kg capacity to keep the catch cool and fresh till discharging.
Schooners do trips averaging 8 days on the edge of the Mahe and Amirantes plateaus.

2017 If she are still in service I could not find, and more information on the two fishing vessels is required.

Seychelles 1989 R3/R19 sg 765/766, scott 694/695

WHALING IN THE 19th CENTURY at TRISTAN DA CUNHA

Whaling during the 19th century in the waters off Tristan da Cunha was very important for the people of the island and on 29 August 1988 the island issued four stamps and a souvenir sheet which illustrate whaling scenes of the 19th century. The stamps and souvenir sheet depict sailing whaling ships and whale-boats.

The 10p value shows whalers aboard a whaler trying out whale blubber. This was the process of butchering the whale and rendering its blubber into oil. It took two to three days to process a single whale.

The 20p value depict harpoon guns. The top shows us a greener whaling harpoon gun, and the lower is a swivel harpoon gun.

The 30p value depicts the art of whale-men, known as scrimshaw. A jack-knife was usually all that was needed for carving whale teeth and bone. The designs that ornamented many of the pieces (such as the sailing ship on the whale tooth) were usually inscribed with a sail-needle and then darkened by rubbing in a mixture of oil and lamp sooth.

The 50p value shows us two whaling ships (till so far not identified) and whale boats.

The £1 souvenir sheet depicts whaling ships and whaleboats in the margin.

Tristan da Cunha 1988 10p/50p sg 452/455 MS 456, scott434/438.
Source: Watercraft Philately 1993 page 74.

SUPERSPORT YACHT CONCEPT

Gambia 2000 D8 sg?, scott?

Not any information.

THE AIRFOIL CONCEPT

Gambia 2000 D8 sg?, scott?

Not any information.

SARIMANOK outrigger

In 1985 Bob Hobman built a. outrigger canoe the SARIMANOK made of a ghio tree and sails made entirely of vegetable elements, not a single nail was used. The outrigger was built mostly after plans of a Filipino “vinta” model.
Not any navigational instruments were on board, and the crew relied only on the stars to set course.
The name given to the outrigger was SARIMANOK she was named after a Sarimanok bird in Filipino Mindanao mythology, a reincarnation of a goddess who fell in love with a mortal man. Today it symbolized in the Filipino wealth and prestige.
From two books of which the quotations I got from Mr. Jung (with thanks) comes the following.

Madagascar - The Eighth Continent: Life, Death and Discovery in a Lost World by Peter Tyson pages 257-258.
I quote:
To find out, a Briton named Bob Hobman decided to build a replica of the king of boat the first Malagasy might have used and, in the manner of the Norwegian Thor Heyerdahl, try to sail it from Java to Madagascar, making no landfalls, using no modern navigation aids, and subsisting solely on foods the ancient Malagasy might have eaten. The 60-foot double outrigger canoe was built entirely of wood and bamboo, with palm-weave sails and rattan bindings instead of nails; it had no motor, radio or sextant. On June 3, 1985, the SARIMANOK, as the vessel was christened, set sail from Java. “They had an unending, horrible voyage,” Dewar told me. “There were problems with the boat. More or less continuous high seas, strong winds, and frequent storms. All the time they’re filming this damn thing, filming the boat falling to pieces and so forth.” After one stop on Cocos (Keeling) Island to let off a sick crew member (and bring on some tinned food), Hobman’s crew, against all odds, managed to go the distance to Madagascar in 49 days. But by then they had lost their ability to steer the craft, and they drifted past the northern tip of the island and into the Mozambique Channel. “On the boat they had this sealed, watertight container with a button,” Dewar told me. “If they pushed the button, it would turn on a radio beacon that would identify where they were and would send out a distress signal.” “Just like the original Malagasy might have had,” I said. “Exactly. Well, they finally gave up und pushed the button.” A French coast guard ship came out from the Comoros and towed them back to the island of Mayotte, where they promptly saddled with a hefty bill for the rescue. The crew then hired a local boat to tow the ailing craft to Madagascar, where, on September 5, the SARIMANOK finally came to rest on Nosy Be, on the beach by the Holiday Inn, “About a year later, a group of these people came back to try to raise money in Madagascar- which strikes one as a somewhat humorous effort- to refurbish the SARIMANOK and memorialize it,” Dewar said. “On of them gave a lecture in Diego Suarez while I was in town. He delivered it in English, with simultaneous translation, to a crowd of about 60, at least half of whom were under the age of 12. I think they left disappointed in terms of finding anyone to take care of the SARIMANOK.” But Jean-Aimé Rakotoarisoa, a leading Malagasy archeologist and a close friend of Dewar’s, had a different take on what the SARIMANOK voyagers had accomplished, Dewar told me. “They had done marvelous work, Jean-Aimé felt, solving problems that we archeologists had not been able to solve before. We now know that the first place settled in Madagascar was the Holiday Inn in Nosy Be, and we know that Americans must have settled the island first, because there we have proof: the built the Holiday Inn.”
Unquote.

Classic Ships of Islam: From Mesopotamia to the Indian Ocean von Dionysius Agius, page 103
I quote:
People of southeastern origin settled in Madagascar and the Comoro Islands in the second half of the first millennium CE; the language of Madagascar today is Malagasy of an Austronesian family with strong ties to Ma’anyan and the Borito languages of Borneo. How they reached Madagascar is interesting and something which has intrigued a number of scholars. One voyage, undertaken by Bob Hobman and his crew on 6 August 1985, proved that Neolithic navigators could have crossed over from Indonesia to Madagascar on an outrigger canoe, the SARIMANOK, a hollowed-out trunk of a huge ghio tree with sails woven from plant fibres. The voyage lasted 63 days.
Unquote.

The SARIMANOK is now in the Oceanographic Museum of Nosy Be, Malagasy.

Malagasy Republic 1987 60f, 150f sg 617/18
Cocos (Keeling) Islands 1987 36c sg160, scott?

BOM vessels

Gambia issued a set of stamps in 1991 for the 100th anniversary of the death of Vincent van Gogh 1853-1890.
One of this stamps shows use the “beach at Scheveningen during a calm day” painted in 1882 by van Gogh.
The three vessels on the painting on the beach are bom vessels for more info see. viewtopic.php?f=2&t=11475&p=12256&hilit=panorama#p12256

Gambia 1991 1d.25 sg 1246, scott 1147.
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Protector-class inshore vessel

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Protector-class inshore vessel

Postby D. v. Nieuwenhuijzen » Wed Mar 15, 2017 8:12 pm

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HMNZS PUKAKI (P 3568) ROTOITI (P 3569) HMNZS TAUPO (P 3570) HMNZS HAWEA (P 3571)

Builders:BAE Systems Australia (then Tenix Shipbuilding), Whangarei, for the Royal New Zealand Navy. Cost:NZ$35.8 million (per vessel, 2008)
Built:2005–2008, in service:2009–present
Completed:4, Active:4
Type:Inshore patrol boat
Displacement:340 tonnes (loaded) Length:55 m. (180’) Beam:9 m. (30’) Draught: 2.90 m. (9’ 6”) 2 MAN B&W 12VP185 engines, each rated at 2,500 kW at 1,907 rpm. ZF 7640 NR gearboxes, 2 controllable pitch propellers, top speed 25 kn. Patrol speed 16 kn.
Range:3,000 nm.
Boats & landing: craft carried:2 x RHIB with diesel-powered three-stage jet units
Complement:36 (includes 4 government agency staff and up to 12 others)
Armament:3 × 12.7 mm machine guns, small arms.

The Protector-class inshore patrol vessel (also known as the Rotoiti-class and the Lake-class) is a ship class of inshore patrol vessels (IPVs) of the Royal New Zealand Navy (RNZN) which replaced the RNZN's Moa-class patrol boats in 2007–2008. All four vessels are named after New Zealand lakes.
Following long-running Navy retention problems in the wake of NZDF "civilianisation", two of the four vessels have been tied up, inactive, in a 'Reduced Activity Period' for long periods since 2013. It was announced on 14 April 2016 that some of the vessels might be sold.
Conceived as part of Project Protector, the Ministry of Defence acquisition project to acquire one multi-role vessel, two offshore and four inshore patrol vessels. The Project Protector vessels were to be operated by the RNZN to conduct tasks for and with the New Zealand Customs Service, the Department of Conservation, Ministry of Foreign Affairs and Trade, Ministry of Fisheries, Maritime New Zealand, and New Zealand Police. The future duties will include maritime surveillance and boarding, support to civilian agencies such as the customs service and search and rescue duties.

The ships were built in Whangarei by BAE Systems Australia (formerly Tenix Shipbuilding), and are based on a modified search and rescue vessel for the Philippine Coast Guard, with a different superstructure design. The cost for the four vessels was planned to be NZ$100 million. Friction stir welding was used in the construction of the superstructure, and Donovan Group being the first New Zealand company to use the technique, which is credited as having won them the contract for this part of the vessel's construction.

The IPVs will normally be used for inshore tasks within 24 nautical miles of the coastline. However, they will have operational ranges of 3,000 nautical miles. Together with their improved speed, this will be sufficient to intercept, for example, large off-shore fishing trawlers working illegally in New Zealand waters. Each vessel was intended to achieve 290 available patrol days per year.

The ships were intended to have the ability to patrol (including receiving vertical replenishment) in up to sea state 5 (seas rough, waves 2.5–4m) and have the ability to survive in conditions of up to sea state 8 (seas very high, waves 9–14m). However, boat deployment and recovery will be limited to sea state 4 (seas moderate, waves 1.25–2.5m). These parameters are much more capable than the Moa Class which they replace. The shipbuilder claims "the vessel is more than capable of extending the Crown's operational envelope to southern ocean patrol duties".

(New Zealand 2016, in margin of the sheet)
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