GALLEASS

Galleass were ships developed from large merchant galleys. Converted for military use they were higher, larger and slower than regular ("light") galleys. They had up to 32 oars, each worked by up to 5 men. They usually had three masts and a forecastle and aftcastle. Much effort was made in Venice to make these galleasses as fast as possible to compete with regular galleys. The gun-deck usually ran over the rowers' heads, but there are also pictures showing the opposite arrangement.
Galleasses usually carried more sails than true galleys, and were far deadlier; a galley caught broadside lay all but helpless, since coming broadside to a galleass, as with a ship of the line, exposed an attacker to her gunfire. Relatively few galleasses were built—one disadvantage was that, being more reliant on sails, their position at the front of the galley line at the start of a battle could not be guaranteed—but they were used at the Battle of Lepanto in 1571, their firepower helping to win victory for the Holy League fleet, and some sufficiently seaworthy galleasses accompanied the Spanish Armada in 1588 (e.g. La GIRONA). In the 15th century a type of light galleass, called the frigate, was built in southern European countries to answer the increasing challenge posed by the north African based Barbary pirates in their fast galleys.
In the Mediterranean, with its less dangerous weather and fickle winds, both galleasses and galleys continued to be in use, particularly in Venice and the Ottoman Empire, long after they became obsolete elsewhere. Later, "round ships" and galleasses were replaced by galleons and ships of the line which originated in Atlantic Europe. The first Venetian ship of the line was built in 1660.
In the North Sea and western Baltic, the term refers to small commercial vessels similar to a flat-sterned herring Buss.

https://en.wikipedia.org/wiki/Galleass
Guinea 2002 750f sg?, scott 2067.

HISTORY OF MARITIME MAIL: COLOMBIA

History of the mail transport, Colombia issued five stamps in 1966, which shows us mail transport packages and the ships which transported this mails.

5c: Shows us a Spanish galleon of the 16th century. At that time the name “galleon” was given to Spanish vessels that set sail annually from Spain to Cartagena with supplies and returning with silver and gold and other precious merchandise from Peru. Also the mail was carried in both directions.

15c: Shows us a “brigantine” of 1850 from Riohacha an town on the Caribbean coast of Colombia, I can’t find a harbour that vessel have to discharge and load at anchor on the road. The brigantine is a small sailing vessel mainly from the 17th till the 19th century. Two masted with a rig with square sails set on both masts from the late 17th century.

20c: Shows us a “canoa” from Uraba, two masted used in the Gulf of Uraba and the Caribbean coast. The “canoa” is a plank extended dugout with sharp raked ends. Outboard rudder; long tiller. Set two boomed leg of mutton sails and a large staysail.(the stamp shows more a schooner type sail). The “canoa” is now mostly motorized. Have been a few times in the Gulf of Uraba loading bananas at anchor but I never have seen a canoa only barges which brought the pallets with bananas from somewhere out of a creek on the coast.

40c: The stamp shows us a stern-wheeler paddle steamer, pushing a barge on the Magdalena River in 1900, the steamer is not identified. The first sternwheelers were invented in Europe but they saw the most service in America, especially on the Mississippi.
The Magdalena River. (Commonly known Rio Grande de la Magdalena) is the principal river of Colombia, flowing northward about 1,528 kilometers (949 mi) through the western half of the country. It takes its name from the biblical figure Mary Magdalene. It is navigable through much of its lower reaches, in spite of the shifting sand bars at the mouth of its delta, as far as Honda, at the downstream base of its rapids. It flows through the Magdalena River Valley.
In 1825, the Congress of Colombia awarded a concession to establish steam navigation in the Magdalena River to Juan Bernardo Elbers, but his company closed shortly after. By 1845, steamboats regularly travelled on the river until 1961, when the last steamers ceased operation.

50c: Shows us a modern motor ship, she has a king post mast near the bow, and by comparing photos of Colombian ships only one group of ships has this mast. The ships belong to the Flota Mercante Grancolombiana and are the CIUDAD DE PASTO, CIUDAD DE GUAYAQUIL, CIUDAD DE PEREIRA and CIUDAD DE ARMENIA built by Empresa Nacional Elcano, Seville, Spain between 1958 and 1960. Tonnage around 5279 GRT. The design on the stamp is not exact, the third mast before the accommodation block is missing, but I believe the designer has used a photo of one of this ships for his design. All four ships were scrapped between 1981 and 1984. The photo of the class is of the CIUDAD DE PEREIRA.

Colombia 1966 5c/50c sg 1171/75, scott?
Source: Wikipedia. Aak to Zumbra a dictionary of World’s Watercraft. http://www.miramarshipindex.nz

DOUALA PORT

The 1955 200f stamp and 1961 stamp Republique Federal shows us freighters in Douala port and In 1968 Cameroun issued five stamps for the “Five Year Development”, of which the 60F stamp shows us Douala port, with moored alongside a tug and some cargo vessels. On both stamps depicted vessels are not identified.

The town of Douala is situated in the estuary of the Wouri River, 50 km from the sea. It is an area of commercial activity since the 19th century when works were carried on there to permit trade between the coastal dwellers and traders from Hamburg and Bremen.
As per certain sources, the area was first developed by a German sailing company the “Woerman Line” in 1881. At that time it was only an anchorage and ships discharged on the river in barges. With the beginning of the First World War that saw an end to the German presence in Cameroun. Access to the port of Douala was made possible for ships with 4.0 metres draft. The infrastructure consists of a wharf of 60 metres, with warehouses, seven private jetties, ware-houses are connected by a road of 60 meters. Bonabéri at this time, will be served by a pier 100 meters long, with ware-houses. Well-equipped workshops and a floating dock of 900 tons. Annual traffic capacity is evaluated at 100 000 tonnes. After the Germans surrendered, the first objectives of the French who henceforth became the masters extended the railway and equipped the Port of Douala. Extension works stopped in 1922. They at the same time organized activities that cantered on specialized services of Ports and inland navigable ways under the colonial public works. That saw the beginning of the slow but sure setting up of institutions under French Administration.
At independence in 1960, this department became the Department of Ports for Navigable Ways under the Ministry of Transport.

Source: Douala Port website.
Cameroun 1953 200f sg262, scott C36, 1961 10/ sg?, scott? and 1968 60f sg494, scott?

DELTUVA

The Colombian Post issued in 2018 a miniature sheet with images from Barranquilla, of which one stamp shows us the Barranquilla port with a cargo vessel.

The cargo vessel is the DELTUVA the name is visible on the bow when you enlarge the stamp.
Built as a cargo vessel under yard No b570-1/1 by Stocznia Szczecinska Nowa Z O.O. New Szczecin Shipyard in Szczecin, Poland for Clipper Eagle Shipping Ltd., Nassau, Bahamas,
09 July 1994 launched as the CLIPPER EAGLE.
Tonnage 11,542 grt, 5,366 net, 16,906 dwt, dim. 149,44 x 23.00 x 12.10m., length bpp. 138.0m, draught 6.10m.
Powered by a one 4S50MC 4-cyl. diesel engine, manufactured bu H. Cegielski, 5,720 kW. One fixed pitch propeller. Speed 14 knots.
Four holds. Two cranes each 20.0 ton lifting capacity.
Capacity, grain 21,307m², bale 21,043m².
04 October 1994 completed. IMO No 8908832.

2007 Sold to Lithuanian Shipping Co. Klaipeda, Lithuania, renamed in DELTUVA.
2016 After the Lithuanian Shipping Co, got bankrupt during a public auction the DELTUVA was bought by Pirita Shipholding Co., Geneva, Switserland, renamed PIRITA under Antigua& Barbuda flag and registry.
15 June 2017 PIRITA arrived Chittagong, Bangladesh for scrapping.

Colombia 2018 $5.000 sg?, scott? and miniature sheet al $5.000 stamps.
Source: http://www.miramarshipindex.nz and internet.

FAKHR EL BIHAR Royal yacht

For a meeting between King Farouk of Egypt and King Ibn Saud of Saudi Arabia in 1945 at Radhwa the Saudi Arabian Post issued four stamps. The stamps are not so clear, but the vessel on the left top is the Egyptian Royal yacht FAKHR EL BIHAR on which the meeting took place.

Built as a steel hulled yacht under yard No 268 by Ramage & Ferguson, Leith, Scotland for H.H. Prince Youssouf Kamal, Alexandria, Egypt.
09 September 1930 launched as the NAZ-PERWER.
Tonnage 708 grt, 251nrt, 1.051 tm, dim. 75.98 x 9.75 x 4.98m.
Powered by two 4S.C.SA 8-cyl. oil engines, manufactured by Friedrich Krupp A.G., Kiel, 384 nhp.
Schooner rigged.
December 1930 completed.

1940 Sold to King Farouk of Egypt and renamed in FAKHR EL BIHAR.
24 January 1945 King Farouk visited King Ibn Saud of Saudi Arabia. The meeting between the two kings took place in Radhwa on board of the FAKHR EL BIHAR.
1949 Sold to the Egyptian Government and renamed El QUOSSEIR. Used by the Egyptian Naval Academy as training ship.
2018 In service same name and managed by the Egyptian Navy.

Source Log Book 3/70 and internet.
Saudi Arabia 1945 ½ to 10g scott 173/76

TE ARAWA waka

Hawaiki – a real island? Or a mythical place? Hawaiki is the traditional Māori place of origin. The first Māori are said to have sailed to New Zealand from Hawaiki

In Māori mythology, ARAWA was one of the great ocean-going, voyaging canoes that was used in the migrations that settled Aotearoa (New Zealand).
The Te ARAWA confederation of Māori iwi and hapu (tribes and sub-tribes) based in the Rotorua and Bay of Plenty areas of New Zealand trace their ancestry from this waka
Construction of the canoe
Eventually, a large tree was felled and from this the waka which eventually came to be known as Te ARAWA was formed. The men who turned this log into a beautifully decorated canoe were Rata, Wahieroa, Ngaahue and Parata. "Hauhau-te-rangi" and "Tuutauru" (made from New Zealand greenstone brought back by Ngaahue) were the adzes they used for this time-consuming and intensive work. Upon completion, the waka was given the name Ngaa raakau kotahi puu a Atua Matua (also known as Ngaa raakau maatahi puu a Atua Matua).
The waka was eventually completed and berthed in Whenuakura Bay while Tama-te-kapua, in his capacity as rangatira (chief) of the canoe, set about trying to find a tohunga (priest) for the journey. Ngātoro-i-rangi and his wife Kearoa were tricked by Tama-te-kapua to board the canoe to perform the necessary appeasement incantations to the gods prior to the canoe's departure. However, while they were on board, Tama-te-kapua signalled his men to quickly set sail, and before Ngātoro-i-rangi and his wife could respond they were far out to sea
Voyage to Aotearoa
One of the more dramatic stories pertaining to the voyage to Aotearoa occurred because Tama-te-kapua became desirous of Kearoa. Ngātoro-i-rangi noticed the glint in Tama-te-kapua's eye and took precautions to protect his wife during the night while he was on deck navigating by the stars. This was done by tying one end of a cord to her hair and holding the other end in his hand. However, Tama-te-kapua untied the cord from Kearoa's hair and attached it to the bed instead. He then made love to her, following this pattern over a number of nights. One night however, he was nearly discovered in the act by Ngātoro-i-rangi, but just managed to escape. In his haste he forgot the cord. Ngātoro-i-rangi noticed this and therefore knew that Tama-te-kapua had been with Kearoa. He was furious and, in his desire to gain revenge, raised a huge whirlpool in the sea named Te korokoro-o-te-Parata ("The throat of Te Parata"). The waka was about to be lost with all on board but Ngātoro-i-rangi eventually took pity and caused the seas to become calm (Steedman, pp 99-100).
One incident that occurred during this drama was that all the kūmara (sweet potato) carried on the waka were lost overboard, save for a few that were in a small kete being clutched by Whakaotirang Immediately after the calming of the seas, a shark (known as an ARAWA) was seen in the water. Ngātoro-i-rangi immediately renamed the waka Te ARAWA, after this shark, which then accompanied the waka to Aotearoa, acting in the capacity of a kai-tiaki (guardian).
The ARAWA waka then continued on to Aotearoa without incident, finally sighting land at Whangaparaoa where feather headdresses were foolishly cast away due to greed and due to the beauty of the pohutukawa bloom. Upon landfall, an argument took place with members of the Tainui canoe over a beached whale and the ownership thereof. Tama-te-kapua again resorted to trickery and took possession of it despite rightful claim of the Tainui. . The canoe then travelled north up the coast to the Coromandel Peninsula, where Tama-te-kapua first sighted the mountain Moehau, a place he was later to make home. Heading south again, it finally came to rest at Maketu, where it was beached and stood until being burnt by Raumati of Taranaki some years later.
Some items of note that were brought to Aotearoa on the ARAWA, other than the precious kūmara saved by Whakaotirangi, was a tapu kōhatu (stone) left by Ngātoro-i-rangi on the island Te Poito o te Kupenga a Taramainuku just off the coast of Cape Colville. This stone held the mauri to protect the Te ARAWA peoples and their descendants from evil times (Stafford, 1967, p17). In addition, the waka brought over two gods, one called Itupaoa, which was represented by a roll of tapa, and another stone carving now possibly buried at Mokoia Island, Lake Rotorua.

Source: https://en.wikipedia.org/wiki/ARAWA_(canoe)
New Zealand 1906 ½d sg 370, scott ?

INAUGURATION OF THE PORT OF LOME

For the inauguration of the port of Lome and the 8th anniversary of Independence the Togo Post issued a set of stamps.

The 20f stamp shows us the inauguration of the port with in the background a tug and cargo vessels, which are not identified.
Lomé is the main port for the trade of goods. It was established by the Germans in the early 1900s. From the wooden wharf to the current modern facilities, this port has been the centre of major changes. Today (2018) , it is one of the deepest–water ports in the whole West African region, handling over 80% of the international trade of Togo. Lomé is also an important transit point for landlocked countries such as Niger and Burkina Faso.
The Port of Lomé lies in the Gulf of Guinea (Atlantic coast), in the extreme southwestern corner of the country. Its modernization started in the 1960s. The deepwater harbor was completed/inaugurated in 1968. It was initially planned for a 400,000-ton annual traffic, but currently handles a traffic estimated over 6 millions tons.
The increased capacity of the Port of Lomé has facilitated the shipping of phosphates and other major export products, such as cocoa, coffee, copra, cotton, and palm products. It has also positioned Lomé as one of the main port for the international trade of neighboring landlocked countries such as Niger and Burkina Faso.

Source: http://dlca.logcluster.org/display/publ ... CB9087590E
Togo 1968 30f sg 590 scott?
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