ShipStamps.co.uk

Built as stern trawler by Societa Esercizio Cantieri shipyard at Viareggio, Italy for La Peche au Large.
Launched under the name COMMANDANT GUÉ.
Tonnage 1.626 dwt, dim. 86.87 x 13.6 x 5.9m., draught 5.30m.
Two MAK diesel engines each 2.100 bhp., speed 13 knots.
Bunker capacity 862 cubic meter, fresh water 70 ton.
Three fish holds with a total capacity of 1.447 cubic meters.
1975 completed.

1992 Sold to Comata and chartered by Intermarche (a French supermarket chain.) for fishing around Kerguelen Islands, and renamed LE KERGUELEN DE TREMAREC, she was named after Kerguelen de Tremarec (1734-1797) who took possession of the Kerguelen Islands for France in 1772.
Before she departed for the Antarctic was she extensively refitted by Chantiers Piriou Shipyard, Concarneau, France.
25 August 1993 she departed.
She was fishing around the Kerguelen Islands for toothfish and ice fish in the maritime economic zone.
2003 She was placed on the sale list.
The latest what I known from the internet, that she was sold to Portuguese interests, renamed KERGUELEN and sailing and registered under different registry and flags, and used in the illegal fishing, without any fish quota.

French Southern and Antarctic Territories 1994 4.30f sg 329, scott 202

Source: Watercraft Philately Vol 40/77. and some web-sites.

Built under yard No 392 by the Federal Shipbuilding and Drydock Company for the USS Navy.
18 April 1944 keel laid down.
08 September 1944 launched as the USS SOLEY (DD-707), sponsored by Mrs C.M. Cornfelt, Mrs. Howard C. Dickinson and Mrs. Howard C. Dickinson Jr., she was named for James R. Soley, who became Assistant Secretary of the Navy in 1899.
Displacement 2.200 tons, dim. 114.8 x 12.2 x 4.8m. (draught).
Powered by two steam turbines, 60.000shp, twin shafts, speed 34 knots.
Armament: 6 – 5 inch, 12 – 40mmAA, 11 – 20mmAA guns. 10 – 21 inch torpedo tubes, 6 depth charge projectors and 2 depth charge tracks.
Crew 336.
07 December 1944 commissioned under command of Comdr. John S. Lewis.
USS SOLEY sailed on 29 December 1944 for a shakedown cruise in Bermuda waters. On 1 February 1945, she headed back toward the Brooklyn Navy Yard for post shakedown availability before joining the Atlantic fleet at Norfolk, Va., on 18 February. After serving in the Virginia Capes area as a training ship, she was ordered to the west coast.
SOLEY arrived at San Diego on 17 August. She reached Pearl Harbor 10 days later and was routed onward to the Marshall Islands, arriving at Kwajalein on 5 September. SOLEY joined Task Unit (TU) 96.15.1, a Military Government Unit, which sortied for Kusaic Island, on 7 September, to take part in the acceptance of the surrender of Japanese forces. The surrender articles were signed on the 8th, and SOLEY remained at Kusaie as station ship until mid-October.
From 14 October to 17 December, the destroyer operated directly under the Commander of the Marshall-Gilbert Islands Area. On two occasions, she was called upon to transport Japanese prisoners from outlying islands to Kwajalein for possible trial before the War Crimes Commission. The most prominent among them was Rear Admiral Sakaibara, the commander at Wake Island.
On 18 December, SOLEY departed the Marshall Islands for Japan and duty with the occupation forces arriving at Yokosuka on 27 December 1945. In February 1946 the destroyer was ordered to return to Casco Bay, Maine, via Hawaii, Long Beach, and the Panama Canal. In December 1946, the ship sailed to Guantanamo Bay, Cuba, for training exercises and next reported to Charleston, S.C., for inactivation with the Atlantic Reserve Fleet. The destroyer was placed in reserve, out of commission, on 15 April 1947.
SOLEY was placed in commission again on 29 January 1949. After pre-shakedown training, the ship entered the Charleston (S.C.) Naval Shipyard for an overhaul from March through May. Following shakedown in Guantanamo Bay, SOLEY joined Destroyer Squadron (DesRon) 20, with its home port at Norfolk. She operated with her squadron along the east coast until 4 August 1950 when she sailed to the Mediterranean Sea for duty with the 6th Fleet. The destroyer represented the United States at the funeral of King Gustaf V of Sweden. She was in Stockholm on 9 November, with Rear Admiral Walter F. Boone, the Commander in Chief, Eastern Atlantic and Mediterranean Naval Forces, on board. She rejoined the 6th Fleet in December and, in January 1951, returned to Norfolk for an overhaul.
Yard work was completed on 15 May, and the ship proceeded to Guantanamo Bay for refresher training. SOLEY resumed her routine east coast operations which she continued until May 1952. On 15 May, she got underway, with three other destroyers, for Japan, via the Panama Canal and Pearl Harbor, arriving at Yokosuka on 18 June.
SOLEY steamed north to the Korean war zone and, from 22 June to 1 July, operated in the antisubmarine screen of Task Force (TF) 77, the fast carrier task force. During this period, the carriers conducted raids against the North Korean hydro electric power stations on the Yalu River. SOLEY and HELENA (CA-74) were detached from the task force to go to the “bomb line” to provide shore bombardment in support of ground troops.
SOLEY and HELENA joined Iowa (BB-61), and the trio conducted shore bombardment at Wonsan, Kojo, and Kosong through 9 July. From 21 July to 22 August the destroyer operated with the United Nations Blockade and Escort Force (TF 95) in the Wonsan-Hungnam area and north to Chaho. She bombarded railroad and highway bridges and tunnels. She took on board more than 60 prisoners and refugees from sampans in the bombardment area. During the first half of September, the destroyer operated with an antisubmarine hunter-killer group. She returned to TF 77 on 15 September and operated with it until proceeding to Sasebo on 9 October.
SOLEY then departed the Far East on 19 October for Norfolk, but not on a direct route. She returned via Malaya, Ceylon, and Arabia, proceeded through the Red Sea and the Suez Canal, and made stops at ports in Italy and France, and Gibraltar; and finally arrived at Norfolk on 12 December 1952. On 25 January 1953, SOLEY sailed for operations in the Caribbean. Upon her return to Norfolk, she commenced an overhaul and was there from 30 April to 21 August. Refresher training was held from 3 September to 2 November followed by preparations for her second world cruise.
On 4 January 1954, SOLEY, STRONG (DD-758), and BARTON (DD-722) stood out of Norfolk en route to the west coast. They transited the Panama Canal on 9 January and anchored briefly at San Diego where STICKEL (DDR-888) joined the group before continuing west. The destroyers called at Pearl Harbor and Midway before arriving at Yokosuka on 7 February. She completed a patrol off Korea made port calls from Hong Kong to South Africa and returned to Norfolk on 10 August 1954.
SOLEY operated along the east coast until being deployed to the Mediterranean from July 1956 to February 1957 and again from July to December 1957. She was participating in “Springboard 58,” the annual Caribbean exercise, during January 1958 when she and BARTON (DD-722) rescued the crew of SS St. ELEFTIERO which later sank. In subsequent years, SOLEY was deployed to the Mediterranean from October 1958 to April 1959; from September 1961 to March 1962; and from 29 March to 4 September 1963. In 1962, during the Cuban crisis, she served with the quarantine forces off Cuba from October to December.
On 1 March 1964, SOLEY’s home port was changed to Charleston, S.C.; and, on 1 April, she was assigned duty as a Naval Reserve Training ship. She served in this capacity until being decommissioned on 13 February 1970. SOLEY was struck from the Navy list on 1 July 1970 and sunk as a target on 18 September 1970 at 16.20 during training purposes by USS warships NE of San Juan, Puerto Rico in position 19 18N 56 41W .
SOLEY received one battle star for service in Korea.

Micronesia 1994 60c sg438, scott 231c

Downloaded from: Dictionary of American Fighting Ships.

The vessel depicts on the Letters Patent Centenary stamp issued in 2008 by South Georgia and Southern Sandwich Island depicts the steamer CORONDA.
I have the World Ship Society book “From 70 North to 70 South” by Graeme Somner which has a photo on page 57 with the caption CORONDA at Leith Harbour, South Georgia, which is exact the same as the design on the stamp, so we can be sure the first CORONDA of the Christian Salvesen fleet is used for the design of the stamp.

Built as a cargo vessel under yard No 438 by W. Gray & Co. Ltd., West Hartlepool, U.K. for the British & Colonial S.N. Co. Ltd. (managed by Bucknall Bross.), London.
28 March 1992 launched as the MANICA.
Tonnage 2.733 gross, 1.779 net, dim. 310 x 41 x 17ft.

Powered by a 3-cyl. triple expansion steam engine, manufactured by Central Marine Engineering Works, West Hartlepool, 279 nhp., speed 9.5 knots.
1899 Transferred to Bucknall Newphews, London and renamed CORONDA (I).
September 1908 sold to Christian Salvesen & Co. Leith, not renamed, used as a support vessel for the whaling station on South Georgia.
In 1909 she brought the first Magistrate James Innes Wilson to South Georgia.

13 March 1917 underway from the River Clyde to South Georgia with a general cargo, torpedoed and sunk by the German submarine U-81 in position 56 11N 13 04W 180 miles N.W. of Tory Island.
Nine men lost their live in this sinking.

South Georgia and South Sandwich Islands 2008 £1.10 sg?, scott?

Source: Dictionary of Disasters at sea during the age of steam 1824-1962 by Charles Hocking. From 70 North to 70 South by Graeme Somner. Some web-sites.

Antoni Walerian Garnuszewski (1806-1964) was a naval engineer; founder of the first Marine School in Tczew (Poland) and between 1920-1929 his chairman. He is also was author of works on ship-building.
Source ”Leksykon PWN 1998 “Zkolnictwa morskiego” means “tradition of naval teaching”.

The “ANTONI GARNUSZEWSKI” was built by Stocznia Szczecinska yard, at Szczecin, Poland, under yard no. 10810 for the Polish State company PLO.
February 1974 launched, she was named after Capt. Antoni Garnuszewski. He is the person depict on the right-side of the stamp.
Tonnage 5975 BRT, 2. 371 ne t, 5.510 dwt. dim. 122. 2 x 17. 0 x 7. 4m. (draught). Length between p.p. 112.0 m.,
Powered by one 5 cyl Cegielski/Sulzer, 5. 500 bhp., speed 16 knots..
One 30 ton, One 10 ton and 2 x 5 ton derricks, one 5 ton crane.
Three holds with five hatches.
She belongs to the B-80 type of which 13 are built.

She was built and used as a training ship, and got accommodation for 180 cadets. Used by the Wyzszey Szkoly Morskiej (Maritime school) at Gdynia.
1989 Sold to Zhejiang Ocean shipping Co., China, renamed “ZHE YING”
1991 Transferred to Govt. of China, renamed “YU MEI”
1998 By Xiamen Cheng Yi Shipping Co., China, to Indian breakers and arrived Calcutta 04 April 1998

Poland 1980 2z50 sg 2686 and 1987 5z sg 3089

Source Marine News 1998/1440

Built from teak as the East Indiaman “MARQUIS CORNWALLIS” in 1791 in Calcutta, India
She was an extremely large craft measuring over 166 feet from bow to stern.
Ship-rigged, and in 1795 owned by Hogan & Co. I don’t know if he was the owner from newbuilding.
Tonnage 654 ts.

Before she was bought by the Admiralty she made one voyage with convicts from Cork.
Under command of Capt. Michael Hogan (maybe he was a part owner) the “MARQUIS CORNWALLIS” sailed on 9 August 1795 from Cork, with on board 163 men and 70 women convicts, guarded by a detachment of the New South Wales Corps, under command of Ensign John Brabyn and William More. The men from the detachment were mutinous and unreliable, was Brabyn told before sailing.
On 9 September Capt. Hogan received a note that two convicts would like to see him.
The next morning the two convicts were interviewed by the captain, and they told him of a plot to seize the vessel by the guards with the help of some convicts. Sergeant Ellis was the ringleader, and they told the captain that he would furnish the convicts with knives.
Captain Hogan ordered Brabyn to inspect the soldier’s kits, then Brabyn remembered that he on sailing handed out four knives to Ellis, and that he reported this lost the previous day, so he did give him an other two knives. All six knives were found in Ellis belongings.
Brabyn refused to take action against Ellis, and the only thing Capt. Hogan could do was to add a sailor to the two military sentinels at the prison door, and warn his officers and men to be constantly on their guard.
From an other informer Capt. Hogan heard that the women convicts were to convey knives into the prison, and to put pounded glass into the crews food. He was also told that when he on his weekly inspection of the prison, accompanied by the ships-doctor and some officers, would be seized and killed on the spot. In the meantime Ellis with some men would attack the officers on deck, and supply the convicts in the prison with arms. Also was discovered that by cleaning the arms, Ellis had spiked the touchholes of six muskets and had disabled two pistols, but still Brabyn refused to take action.
Capt. Hogan took now matters in his own hand, when Brabyn still did not take any action, he asked the opinions of all his officers, and when they all support him, he immediately punish the conspirators.
Forty two male convicts were flogged and six of the women prisoners punished while Ellis was confined to the poop, with his head shaven. Then he was handcuffed, thumb-screwed and leg bolted to one of his supporters, Private Lawrence Gaffney then send to the prison. The convicts realizing that their plans did not got through, strangled one of the informers on 22 September, then they tried to smash down the barriers, and force their way to the deck. Hogan and his officers armed with pistols and cutlasses, opened fire on the convicts, and drove them back. Not one of the convicts was killed during the struggle, but several were badly wounded, and seven died later on their wounds. Ellis died nine days later, still bolted to Gaffiley, maybe he was wounded during the shooting.

‘Without any further trouble. and after make calls at St Helen& and the Cape, the “MARQUIS CORNWALLIS” arrived after a passage of 186 days on 11 February 1796 at Port Jackson. Eleven men died during the voyage included the wounded men. The vessel was not used again in the convict trade.
(The rest is copied from Watercraft Philately)

1801 Purchased by the British Admiralty, after she was cut down to a 44 gun frigate of two decks. renamed in HMS “CORNWALLIS”.

In 1810 the British decided to attempt the capture of the important Dutch settlement of Amboyna in the Moluccas Islands.
On 9 Feb. the “CORNWALLIS” along with the “DOVER” (38 guns) and the “SAMARANG”(18 guns) anchored before the town and observed Victoria Castle, a fortress with 1800
men and 215 guns defending it.
16 Feb. they pretended to sail away, but in reality sent ashore a regiment of 401 men in boats from the ships. Coming up from behind the fortress, its outskirts were soon taken, which permitted the British ships to work their way into the harbour and bombard the city. The following day the Dutch surrendered the island.
The only British losses were, two killed and five wounded. Following this victory, on 1 March, boats from the “CORNWALLIS” boldly cut out the Dutch man-of-war
“MARGARETTA” (8 guns) from the bay at the island of Amblaw.
Off St. Paul on the island of Reunion, the “CORNWALLIS” attempted to take the French frigate “SÉMILLANTE” (36 guns) but was driven off by shore batteries.

On 29 Nov. 1810, the “CORNWALLIS” was part of the fleet of 70 British ships carrying 10.000 troops which anchored in Grande Baie on the French island of Mauritius in the Indian Ocean. This advancing force drove back the enemy for three days until it reached the capital of Port Louis. The French surrendered the island on 3 Dec.

1812 Was the “CORNWALLIS” renamed “AKBAR”, she served in 1812 as a troopship, and was placed in harbour service in 1824.
1862 Was she sold to be broken up.

Marshall Islands 1992 23c sg490,scott 446. 1994 23c sgMS549, scott 466Ce and 1996 sg MS674, scott 605f.

sources The Convict Ships. by Charles Bateson. Watercraft Philately vol 45 page 51. Geschiedenis van Nederland ter Zee by J.C Mollema.

A number of miniature sheets showing ships have been issued by various United States philatelic societies. In 1939 the John R. Manta, New Bedford’s last whaler, appeared on a sheet from the “Whaling City Philatelic Society” during the national philatelic week, November 12-18 of that year. The same New Bedford stamp club had issued a sheet the previous year on the occasion of the societys sixth anniversary, showing the famous Whaler Charles W. Morgan.
A schooner, the John R. Manta was built at Essex, Mass., in 1904.0f 98 tons, she had dimensions 101.8ft x 24.9ft. x 10.2ft. and was first registered at the whaling city of New Bedford in 1925, with Antone J. Mandley as master. She sailed that year for a six months cruise to the Cape Hatteras grounds but the voyage was not profitable and proved to be the last expedition from New Bedford on which whales were caught.
Re-registered at the same whaling centre in 1927, she sailed on another whaling voyage on June 22 under Capt. Joseph F. Edwards. She returned however on July 16 owing to her poor condition and was then sold to a group of individuals in Providence, R.I. From there she sailed to the Cape Verde Islands as a packet vessel and continued on this route until 1934. She was lost on an outbound voyage with her passengers and crew numbering in all 32. None was ever seen again.
Label. Sea Breezes 11/57

One of the great voyages of history was the journey of Orellana from the West Coast of South America to the island of Cubagua, near Trinidad, making the journey down the Rivers Coca (in Ecuador) a tributary of the Amazon and discovering the Amazon, the whole length of which was travelled in a roughly-made bergantin which was named San Pedro. Peru issued a set of stamps in 1943 on the occasion of its 400th anniversary. Gonzallo Pizarro, after weeks of forcing a way through virgin forest in search of the fabled El Dorado, had finally led his forces to the River Coca, and they could go no farther for lack of food. The only hope was to send a party ahead by boat to find supplies. Accordingly Pizarro gave orders to build a bergantin, a small boat towed astern in order to have communication with the shore and to save the crew in the event of shipwreck. These bergantias were stout rowing boats which could rig mast and sail if required. Before the bergantin could be built, however, charcoal kilns and forges had to be constructed, nails had to be made from horseshoes, trees had to be cut down and sawn into planks. The keel, stem, ribs and sternpost were built first, the planking was nailed edge to edge. It was caulked with cotton, of which there was no lack, for it grew on the site wild. Instead of tar a kind of resin which was obtained from trees was melted down and paid into the seams. While the finishing to the hull was going on, the oars were fashioned and an anchor was made from wood tipped with iron and weighted with a small boulder. The ship was not rigged for sailing for time was the guiding factor. The vessel was approximately 26ft. long.
Probably it had seven or eight rowing thwarts to carry 20 oarsmen, and 37 passengers. Pizarro, touching the vessel with his sword, named it the San Pedro. The boat was then pushed into the river and sunk to the gunwales for a day and a night to encourage the timber to take up. The name the Spaniards gave to the village on the banks of the Coca where the bergantin was built was El Barco, in honour of the vessel.
The launching took place on November 9, 1541 and two days later 57 men set out on a journey to find food. Too weak to row their craft back to the main body at El Barco, when food was eventually located, the foraging party gradually made its way down the Amazon until it reached the open sea and set course for Trinidad. During the journey down the river it was decided to build a second bergantin, slightly larger than the San Pedro. This was named the Victoria by Grellana, who had been put in charge of the river party by Gonzallo Pizarro. The Victoria was 23ft. 9in. long, and had nine thwarts for oarsmen. While she was being built the San Pedro was hauled up the bank and strengthened and re-caulked. A light framework was rigged up over the centre of each boat with a roof of woven palm leaves, thus offering some protection from sun and tropical rainstorms. Two jury masts were shaped, one for each vessel, and square sails were sewn from the Peruvian blankets that were part of the men’s equipment. The second bergantin was built by April 24, 1542, and the party continued down river. On August 20, near the mouth of the Amazon, light topsails were made, with the necessary spars, and were rigged on the two craft, in preparation for the open sea voyage.
They left the river on August 26, and eventually reached Cubagua, just North of Trinidad, safely, the San Pedro on September 9, 1542 and the Victoria two days later. The voyage, down an unknown river, fighting Indians on many occasions, took 8′/2 months to complete. The third stamp shows the San Pedro reaching the open sea, at the mouth of the Amazon, and a map of the journey from the West Coast to El Barco of Pizarro and the voyage of discovery down the Amazon of Orellano are depicted by an early cartographer’s map on a stamp. (SG683)
SG681 Sea Breezes 10/55

A stamp has been issued by France to commemorate the centenary of the first visit to Canada of a French ship on a goodwill mission after the cession of Canada to England. This voyage was the sign of the definitive renunciation to any territorial claim on Canada by the Government of France. In 1855 under the orders of Commandant Belveze, the French corvette La Capricieuse of 26 guns, was a unit of the Naval Division “Terre-Neuve”. At the end of May 1855, Belveze received orders to sail for Canada. The Government of Louis Napoleon were then allies of England and it was considered an opportunity for a French warship to extend friendly greetings to Canada. At the same time it was a business mission, the intention being once more to create a market in Canada for French products. A year earlier, in 1854, Queen Victoria and Louis Napoleon had exchanged visits, which led to a new era of good feeling between the English and French residing in Canada. The voyage of La Capricieuse was to cement the friendship. She carried to Canada a noteworthy collection of French books and pictures, thus masterpieces of French literature were made available to the French Canadians. As La Capricieuse entered the St. Lawrence she was saluted and escorted by the British frigates Admiral and Advance to Quebec where the vessel and her crew received a triumphal reception, both from,the English and Canadians established in the region. It was the first time since 1760, after the departure of the regiments of Montcalm, that a French naval vessel had visited Canada, and the voyage dates the resumption of friendship between French and English Canadians. La Capricieuse later took part in the expedition to China in 1860 and was disarmed and omitted from the French Navy List in 1865 after 16 years’ service, having been laid down at the Toulon Navy Yard in 1847 and commissioned in 1849. An interesting fact about the stamp, is that it is not La Capricieuse which is depicted in the vignette but a ship of the same class, the corvette Galanthee. No photograph or picture of La Capricieuse was known to exist and the design of the stamp was in consequence copied from a photograph of the Galathee.
SG1261 Sea Breezes 10/55

She was built under yard No. 453 as an auxiliary schooner by N.V. Scheepswerf van .J Smit Czn at Alblasserdam for Andreas Hammerstein of Rotterdam.
19 August 1909 launched under the name SAN ANTONIO, named after the holy man San Antonio.
Tonnage 410 gross, dim. 165.0 x 27.3ft.
October 1909 delivered to owners.
11 September 1909 towed from the builder to Amsterdam, there she was fitted out with the famous engine “Scheepsdiesel No. 1″ from Werkspoor, the first diesel ever built by them.
05 November 1909 the first engine trial took place.

From 1910 till 1913 used as a cargo sailing vessel with voyages to the Mediterranean - South America - Northsea and Baltic waters.
25 January 1914, she ran aground on the coast of Morocco near Rabat, refloated under her own power.
1922 Owners were given as N.V. Hammerstein Reederijbedrijf, Rotterdam. Winter 1929 capsized near Copenhagen with a full cargo of timber, was salved.

1938 The SAN ANTONIO was re-engined, and rigging removed, I believe she then got the 6-cyl SA Humboldt-Deutz diesel engine installed of 330 hp, speed 9 knots.
1940 During World War II she escaped to the U.K together with her owner, and used there for coastal service until 1945.

1947 Sold to Olaf Laurell at Oskarshamn, Sweden, renamed BUDDI.
1955 Sold to Rune Johansson at Klädesholmen, Sweden and renamed SANTONI.
1957 Sold to John Hjalmar Thorsson at Skillinge, Sweden, renamed SAN ANTONIO.
1966 Sold to Knut Werner Sandberg at Hovenäset, Sweden, not renamed.

August 1973 in a neglected condition bought by Captain Hartmut Paschburg from Hamburg on orders of a group of German shipowners from that town for 275.000 SKr., converted at the yard of Kroosz at Wischhaven and at the Stader Schiffswerf to an auxiliary three-mast schooner, and to use her as a cruise vessel. Registered owner Andreas J Zakariassen, and she was registered at Panama, renamed ARIADNE.
Used for cruise voyages with paying guest, during the summer in the North Sea and Baltic during the winter season in the Mediterranean or Caribbean waters.
October 1981 chartered at Piraeus by the Ariadne Windjammers S.A. Panama (managed by H. W. Jansen at Elsflet, Germany.

When in January 1982 the Schulschiffvereins “Grossherzogin Elisabeth” e.V was founded the vessel was transferred to this society and
She was renamed by Herzogin Ameli von Oldenburg. She was named GROSSHERZOGIN ELISABETH after a former famous German trainingship, which today you can find in France under the name DUCHESSE ANNE.
June 1983 ownership of the vessel was transferred to Landkreis Wesermarsch. They bought the vessel for 1.2 million DM. Used for training voyages by the German Merchant Marine Academy at Elsfleth, in the North Sea and Baltic. During the winter season used as a floating boarding school for young seaman. 31 March 1993 when laid up during the winter at Elsfleth and during an overhaul on the shipyard of Elsfleth she caught fire and burned out. She was repaired on the Elsflether Werft, the repair bill was 4.3 million DM. Managed by the Schulschiffsvereins “Grossherzogin Elisabeth”. Now she regular takes part in the Kieler Woche, Hanse Sail Rostock, Sail Bremerhaven. 1996 Took part in the Cutty Sark Tall Ship Race from Rostock to St Pietersburg. 1998 She sailed in the 2nd Hiorten regatta from Karlskrona to Rostock.

Her details are now given as: 399 gross, 214 net, 540 dwt, dim. 63.7 x 8.23 x 2.36m. (draught) Sail area 1.010 m². One Caterpillar diesel, 400 hp.
2005 Still used for voyages in the North Sea and Baltic waters.

Azerbaijan 1996 400m sg 352. 1997 400m sg 393.
Grenada 1980 50c sg 1094B.
Germany 2005 0.55 + 0.25 Euro sg?

Source: Tallship Fan web-site. http://www.grossherzogin-elisabeth.de/cronik.html
Register of Merchant ships completed in 1909. De Laatste Grote Zeilschepen by
Otmar Schäuffelen.

On this beautiful stamp of 25 p issued by Tristan d’Cunha in 1983 is depict the whaler “JOHN & ELIZABETH”.

Built in Hanover, USA in 1825.Tonnage given as 283 ts.

In the book Historv of the American Whale fishery,by Alexander Starbuck, I could find only one vessel with the name “JOHN & ELIZABETH” she sailed from 1836 on all her voyages from New London, Conn. and the owner of manager is given as Havens & Smith. What she was doing before 1836 unknown to my.

On her first ‘whaling voyage was she under command of Capt. Halsey, she sailed on 1 Oct 1836 for the whaling grounds in the South Atlantic, returned on 29 March 1838 with on board 200 brl spermoil and 2300 brl whale oil.

Second voyage under command of the same Capt.she sailed on 6, July 1838 and again for the whaling grounds on the South Atlantic, returned on 14 May 1840 with on board of 650 brl sperm oil and 800 brl whaleoil.

Third voyage under command of Capt. Miller, she sailed out on 22 June 1840 for the whaling grounds of the Indian Ocean, and returned on 27 April 1842, with a cargo of 75 brl. spermoil and 2500 brl whale oil.

Fourth voyage under command of Capt.Walker, she sailed on 20 June 1842 again for the whaling grounds of the Indian Ocean and returned 23 May 1844 with a cargo of 2450 brl whale oil and 19600 pound whalebone.

Fifth voyage under command of Capt. Walker, she sailed on July 1844 for the whaling grounds in the Indian Ocean, returned on 25 May 1847, with on board a cargo of 140 brl sperm oil, 1.910 brl. whale oil and 1.600 pound whalebone. During the voyage she sent already home by a other vessel 12.133 pound whalebone.

Sixth voyage under command of Capt. Chappell and again for the whaling grounds in the Indian Ocean and the N.W.. She sailed on 7 July 1847 and was back in New London on 7 May 1850, with a cargo of 150 brl. spermoil, 2.000 brl whale oil and 18.000 pound whalebone, during the voyage she sent home 7 casks spermoil.

Seventh voyage again under command of Capt. Chappell, she sailed on 20 July 1850 bound for the whaling grounds of the North Pacific, she was back in her homeport on 2 June 1855, with on board only 830 brl, whale oil, sent home during the voyage 495 brl. whale oil and 12.000 pound whalebone.

Eight voyage under. command of Capt. Destin, she sailed on 11 Sept. 1855 for the whaling grounds of the Indian Ocean, she was already back in her homeport on 11 June 1856. with on board 518 brl. whaleoil and 5.110 pound whalebone. (Indeed a very short voyage, maybe her condition was not more so good and needed she repair).

Her ninth and last voyage was under command of Capt.Eldridge, she sailed on 24 July 1856 for the whaling grounds in the North Pacific, during the voyage she sent home 38 brl sperm, 1770 brl whale oil and 12000 pound whalebone. She was condemned at Honolulu and broken up at this port in Nov.1858

Tristan da Cunha 1983 25p sg 357, scott 340.