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.

The editor of Log book will retire this coming August and, unless a new one comes forward, the society will close.
With this in mind, we are not taking in any new members.
This is an unfortunate situation but seemingly unavoidable.

CATHARINA 1862

Her name is given by Navicula as CATHARINA. The stamp is designed after a painting made by L. Petersen and P. Holm.

1862 Built by Dietrich Kremer in Blankenese for the brothers Captain Johannes and Johann Joachim Backhaus.
Launched as CATHARINA. (Not as given KATHARINA VON BLANKENESE)
Tonnage 128 gross, dim?
Rigged as a brigantine.
Homeport Blankenese, Germany.

24 April 1880 with a general cargo she stranded on the bar of Opolo, West Africa, and was wrecked.

The ships painting was made by Peter Christian Holm (1823-1888) who worked in Altona and Hamburg.
The CATHARINA was painted in 1864 when she entered CUXHAVEN on the Elbe River.
She is shown with the Schleswig Holstein flag.

The painting is now in the Altonaer Museum Hamburg.

Source: Navicula.
Paraguay 1977 2g sg?, scott 1764b

BACCHUS RFA (G.B.)

Built in 1914-'15 by William Hamilton & Co., Port Glasgow, #229, for the Indo-China Steam Navigation Co., Hong Kong and purchased by the Admiralty while on the stocks on 22 March 1915, launched 10 May 1915.
Stores freighter and distilling ship of the Royal Fleet Auxiliary, displacement:3598 long tons (3656 t) Lbp:89.94m. (295'1") Beam:13.44m. (44'1") Draft:6.30m. (20'8") 2x3 cyl. triple expansion steam engines:? hp. 10 kn. complement:52, callsign:GQKB
On 4 May 1928, BACCHUS was in collision with the Greek cargo ship IOANNIS FALAFOS in the English Channel, 20 nm. south of St. Alban's Head, Dorset. IOANNIS FALAFOS sank in three minutes with the loss of ten of her 22 crew. The survivors were initially rescued by BACCHUS but she was severely damaged at the bows and was abandoned as it was thought that she would sink too. The British cargo ship MANCHESTER COMMERCE took all on board. BACCHUS was later reboarded once it became apparent that she would remain afloat. She was towed into Portland Harbour stern-first by an Admiralty tug. BACCHUS was subsequently repaired and returned to service.
She was renamed BACCHUS II in May 1936 in order to free the name for a new ship. She was sunk as target on 15 November 1938, 10 nm. off Alderney, the Channel Islands, by gunfire from the cruiser HMS DUNEDIN.

(Liberia 2012, $3, StG.?)
Internet.

HEINRICH VON STEPHAN

Germany issued in 1997 one stamp for the 100th Anniversary of the dead of Postmaster Heinrich von Stephan (1831-1897).
https://en.wikipedia.org/wiki/Heinrich_von_Stephan

He introduced the postcard in Germany of which one is depicted on the stamp, it shows us a passenger-cargo vessel, which has not be identified so far I know. It is a very small image and the only thing it looks that her two funnels are yellow which belong to the Hamburg Amerka Line. She has a straight bow so it must be a vessel from around 1900.

German 1997 100 pf sg 2764, scott?

CHRISTIANA, JOMFRUEN and ATLANTIC SUN

Norway issued in 2008 a series of stamp for tourism in the country, two have a maritime theme.

So far I know the small vessels on this stamp of Oslo Harbour with in the background the City Hall have not been identified, in the last Watercraft Philately of Nov/Dec 2018 in an article by Dan Rodlie he gives the names and details of the three vessels on this stamp as, from the left to the right as CHRISTIANIA, JOMFRUEN and the ATLANTIC SUN.

The Oslo City Hall is the political and administrative heart of the city. It has an important place in the history of Norwegian art and architecture and is visited by more than 100,000 guests and tourists every year. Its two towers, best seen from the sea, stand 66 and 63 metres high. The bells on the top of the east tower provide pleasure for many people, as they play tunes every hour on the hour from 7 am to 12 pm each day.

On the stamp of Lyngor Lighthouse, the sail yacht is not identified, maybe one of the readers has a name for the yacht?
In the days of sailing ships, Lyngor was one of the most important harbours on the Skagerrak coast. It is now a popular place for holidays. Narrow, cemented paths, flanked by white picket fences, wind their way over these vehicle-free islands. Boats are the only means of transport in this South Norwegian Venice.
When Lyngor Lighthouse was finished in 1879, householders in Lyngor celebrated the event by putting lights in their windows. It had been touch and go whether the lighthouse would be built. The authorities had not recommended it, but men from the region with money and good contacts in the Storting took action and produced results. Today we call that lobbying!

CHRISTIANIA:
Built as wooden 3 mast fore-and aft schooner (borgåskute) by Paul Grünquist & Co shipyard in Valax, Finland
Launched as HELGA
Tonnage 143 gross, 85 net, 230 dwt, dim. ? x 24.5 x 9.10ft
Auxiliary oil engine hp?
1948 Delivered to owners.

Lloyds Registry 1955/56 gives for the HELGA as owner Gustaf Holmberg, at Borgå, Finland. Most probably he was also the owner when built.
1994 Sold to Norway Yacht Charter A/A, Oslo and renamed CHRISTIANIA (the former name of Oslo) and restored in her original condition.
Tonnage 123 gross, 38 net, dim. 45.70 x 7.45 x 2.61m, (draught), length of hull 33.20m
Sail area 550 square meters. 10 sails.
Auxiliary engine Caterpillar 6-cyl. diesel, 365 hp.
Crew 5-9, day passengers 150.
Used as a passenger sailing ship in the charter business around Oslo Fjord. When not in use moored in front of the Oslo City Hall.
2019 In service.

JOMFRUEN:
Built as a motor cutter BRILLIANT in Hardanger on the west coast of Norway in 1917.
For many years she carried mackerel from ports around Bergen and Stavanger to the fishmarket in Oslo.
On her return voyages from Oslo she hauled cement from Slemmestad outside Oslo to the west coast of Norway. She continued trading mainly along the western Norwegian coastline until 1984.
From 1984 in spring of 1988 she was converted into a passenger sailing vessel and used as a party-ship and for social activities based in Oslo.
Tonnage 49 Gt, 19net, dim. 1970 x 5.30 x 2.60m. (draught)
Accommodation for 65 passengers.
Her name was at one time changed to BLÅVEIS until she was renamed JOMFRUEN in 2000.
2019 Owned by Norway Yacht Charter A/s, Oslo and in active service.

ATLANTIC SUN:
1994 Built as a passenger vessel by the Porsgrunn Maskineringssenter in Porsgrunn, Norway for the Atlantic Boat Ltd. AS, Oslo.
Tonnage 118 grt, 48 net, dim. 24.10 x 6.16 x 1.60m.
Powered by two General Motors engines.
Delivered under the name ATLANTIC SUN.

She has been used in the tourist traffic on the Oslo Fjord.
2019 In service, sane name and owner, IMO No 9068108.

Source: http://www.philatelism.com/details.php?issueid=2295
Otmar Schäuffelen, Die letzten grossen Segelschiffe; Various Norwe-gian Illustrated Shipping registry; http://www.tallship-fan.de/index_e.htm; D. Rodlie. Lloyds Register 1955/56

Norway 2008 7Kr. sg?, scott 1542

CARAVEL UNDER CONSTRUCTION COLUMBUS 1492

Of the many stamps and miniature sheets used for the 500th anniversary that Columbus discovered America, most of this stamps and miniature sheet have almost all the same design, only the miniature sheet issued by the Bahamas in 1990 is quite different.

The image is a woodcut from the book “Liber Chronicarum” of the chronicler Hartmann Schedel (1414-1514).

The book describe the Latin world history from the creation till the year 1493.
The book of 650 pages was printed in 1493 by Anton Koberger in Nürenberg. A German translation made by S. Alt is published in the same year.

The 645 (in a other edition over the 1000) woodcuts were made by Michel Wohlgemut (1437-1519) and Wilhelm Pleydenwurff (1462-1494).
On the miniature sheet of the Bahamas is depict the building of Noah’s Ark, the part with the Latin text is omitted.

If we pay attention to the following.
Columbus discovered Cuba on 28 October 1492, he returned to Spain were her arrived on 15 March 1493. At that time the chronicle of Hartmann Schedels was already by the printer, so this woodcut can’t represent the vessel of Columbus.
So this image can’t document the journey of Columbus.
The Post of the Bahamas is free to illustrate the life of Columbus with the Ark of Noah, if the image of the Ark is a caravel.

The artist who made this woodcut went into the wrong when he took a caravel as an example for the construction of Noah's Ark, and did not portray the Ark as a square box as most artists from that time portray the Ark.

This woodcut was made in the time of Columbus, while the miniature sheet has the imprint of a “Caravel under construction”. That the picture of the construction of a caravel fits in with the time of Columbus, and is therefore not from the time of the Arch of Noah.

So anyhow a good design of the Bahamas Post.

Source: Translated from Navicula.
Bahamas 1990 $1.50 sgMS 874, scott 692

DORIS

Guyana issued in 2018 two miniature sheets for “Fishing in Guyana”, the fishing boat depict in the border of the MS shows us fishing boats pulled on the beach. The fish most probably you can find in the Guyana waters but the depicted fishing boats have never seen this waters.
She are taken from a painting made by the Dutch painter Vincent van Gogh in 1888 and show “Fishing boats on the beach at Les Saintes-Maries-de-la-Mer in South France, the original you can find in the van Gogh Museum in Amsterdam.

The fishing boats depict are “doris” of which Aak to Zumbra gives: The French doris was originally carried on board “morutiers and “terreneuviers” and she is till today used for fishing inshore, gathering seaweed, and collecting sand. Locally modified to meet special conditions and type of use.
Some half-decked; others a raised cabin forward. Double tholepins used when rowing. Various rigs employed; ketch, cutter, sloop, spirit, lug, lateen. Now most used an outboard motor or inboard motor, and may be constructed of aluminium and she have a pilot house.

(the depicted boats are made of wood.)
Reported length 3.2 – 7m.; e.g. length 7m, beam 2.2m, depth 1.0m.

Turkey 1990 700li sg3090, scott 2482.
Guyana 2018 $16 and $8.50 sgMS?, scott?
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T-class INS DAKAR (77)

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T-class INS DAKAR (77)

Postby D. v. Nieuwenhuijzen » Fri Dec 15, 2017 8:43 pm

T klasse.jpg
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ins dakar 2.jpg
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Built by H.M. Dockyard Devonport as HMS TOTEM (P 352) for the Royal Navy, laid down:22 October 1942, launched:28 September 1943.
Displacement:1,290 tons surfaced, 1,560 tons submerged, length:276’ 6” (84.28 m.) beam:25’ 6” (7.77 m.) draught: 12’ 9” (3.89 m.) forward, 14’ 7” (4.45 m.) aft.
Twin diesel engines:2,500 hp. (1.86 MW) each, Twin electric motors:1,450 hp. (1.08 MW) each, 2 shafts, 15.5 kn. surfaced, 9 kn. submerged, range:4,500 nm. at 11 kn. surfaced
Test depth:300’ (91 m.) max. Complement:61.
Armament:6 internal forward-facing torpedo tubes, 2 external forward-facing torpedo tubes, 2 external amidships rear-facing torpedo tubes, 1 external rear-facing torpedo tubes
6 reload torpedoes, 1-QF 4” (100 mm.) deck gun, 3 anti-aircraft machine guns.

HMS TOTEM was built to the group 3 variant of the T class design at HM Dockyard Devonport and launched on 28 September 1943. The submarine was completed and commissioned in early 1945. After the end of World War II, TOTEM and the other surviving group 3 boats were equipped with submarine snorkels to allow longer periods of operation underwater. Between 1951 and 1953, TOTEM was one of eight boats converted to the "Super T" design, which allowed the vessel higher speed and quieter underwater operation.

In 1965, TOTEM was purchased by Israel, along with two of her T-class sister boats, TRUNCHEON and TURPIN. The former TOTEM was commissioned into the Israeli Navy on 10 November 1967 as INS DAKAR (דקר), (English: Swordfish), under the command of Major Ya'acov Ra'anan.

DAKAR left the shipyard for Scotland to conduct her sea and dive trials. Late in 1967, after two successful months of trials, DAKAR returned to Portsmouth, England and left for Israel on 9 January 1968.

After leaving England, DAKAR put into Gibraltar on the morning of 15 January, departing at midnight and proceeded across the Mediterranean Sea on snorkel. She reported her position by radio to submarine headquarters in Haifa and was expected to enter her home base on Friday, 2 February, but as she was making excellent time, averaging over eight knots, Ra'anan requested permission to enter port earlier. He was ordered to enter on 29 January. Later, Ra'anan requested to enter a day earlier, on 28 January. This request was denied, the scheduled welcoming ceremony could not be moved.

At 06:10 on 24 January DAKAR transmitted her position, 34.16°N 26.26°E, just east of Crete. Over the next 18 hours she sent three control transmissions, which did not include her position, the last at 00:02 25 January 1968. No further transmissions were received.

On 26 January the British Admiralty reported the submarine was missing and gave the last known position as 100 miles (160 km) west of Cyprus. An international search and rescue operation began, including units from Israel, the United States, Greece, Turkey, Britain and Lebanon. Although Haifa Navy radio began broadcasting calls to commercial vessels to be on the look out for the DAKAR, Israeli officials would not admit the submarine was missing. On 27 January, a radio station in Nicosia, Cyprus, received a distress call on the frequency of DAKAR's emergency buoy, apparently from south-east of Cyprus, but no further traces of the submarine were found. On 31 January, all non-Israeli forces abandoned their search at sunset. Israeli forces continued the search for another four days, giving up at sundown on 4 February 1968.

Israel denied that the DAKAR sank as the result of hostile action and stated that the DAKAR was involved in crash diving exercises on its return voyage and was lost, probably as a result of a mechanical failure. On 25 April 1968, Vice Admiral Abraham Botzer, commander of the Israeli Navy, stated that the DAKAR sank on 24 January 1968, two days before being reported missing, due to "technical or human malfunctioning" ruled out "foul play".

On 9 February 1969, over a year after DAKAR went missing, a fisherman found her stern emergency buoy marker washed up on the coast of Khan Yunis, a town southwest of Gaza. British T-class submarines had two such buoy markers, bow and stern, secured behind wooden doors in cages under the deck and attached to the submarine with metal cables 200 meters (650 ft) long. Experts examining the 65 cm (two feet) of cable still attached to the buoy determined that the buoy had remained attached to the submarine for most of the preceding year until the cable broke completely, that DAKAR rested in depth between 150 and 326 meters, and that she was 50–70 nmi (93–130 km) off her planned route. All of these determinations were wrong, and misled searchers for decades. It was not until April 1999 and some 25 failed expeditions later that a search effort was concentrated along the path of the original route.

On 1 January 1970, the Egyptian newspaper Al Akhbar reported that the DAKAR had been sunk by an Egyptian warship with depth charges. The Egyptian story was told in a 2 July 2005 interview by Asharq Al-Awsat with General Mohamed Azab (major at that time):
On 23 January 1968, the Egyptian frigate, ASSYOUT, left Alexandria base in a training mission for the naval academy. After completing the training assignment and during the return journey to the base; students noticed the periscope of an alien submarine roaming in Egyptian waters, about two miles (3 km) off Alexandria. The Egyptian commander was informed and the decision was taken to attack the unknown submarine. However, the submarine made a very quick and hasty dive and the Egyptian ship lost its trace. General Azab reported the story to his commanders and mentioned that there is a probability that the submarine had crashed into the seabed. However, the story was not believed by the higher Egyptian commanders and there was no sufficient evidence to start a search process. General Azab mentioned that the submarine may have crashed into the seabed due to the shallow depth of water in that region, about 36 meters, while it needed at least 40 meters to dive, however, it appears that the submarine commander decided to take the risk.
The Israeli government stated there was no evidence to substantiate the Egyptian unofficial charges.

During the 1980's the Israelis, using a salvage vessel with Egyptian liaison officers, conducted three searches to look for the DAKAR in waters north of Sinai and another search off the Greek island of Rhodes. In August 1986, the U.S. Navy committed a P-3 Orion marine reconnaissance and a S-3 anti-submarine warfare aircraft for a search of Egyptian waters near al-Arish. In October 1998, Israel began running advertisements in newspapers in Turkey, Egypt, France, Greece and Russia offering rewards of up to $300,000 for any information on the fate of the DAKAR.

On 24 May 1999 a joint U.S.–Israeli search team using information received from U.S. intelligence sources and led by subcontractor Thomas Kent Dettweiler of the American Nauticos Corporation, detected a large body on the seabed between Crete and Cyprus, at a depth of some 3,000 meters (9,800 ft). On 28 May the first video pictures were taken by the remote operated vehicle REMORA II, making it clear that DAKAR had been found. She rests on her keel, bow to the northwest. Her conning tower was snapped off and fallen over the side. The stern of the submarine, with the propellers and dive planes, broke off aft of the engine room and rests beside the main hull.

During October 2000 a survey of the DAKAR wreckage and the wreckage site was undertaken by Nauticos corporation and the Israeli navy; some artifacts were recovered, including the submarine's bridge, the boat's gyrocompass and many small items.

The exact cause of the loss is unknown, but it appears that no emergency measures had been taken before DAKAR dove rapidly through her maximum depth, suffered a catastrophic hull rupture, and continued her plunge to the bottom. The emergency buoy was released by the violence of the hull collapse, and drifted for a year before washing ashore.

Sisterships: INS DOLPHIN (ex HMS TRUNCHEON P 353)
Built by Devonport Dockyard, laid down:5 November 1942, launched:22 February 1944, commissioned:25 May 1945,same specifications, sold to Israeli Navy in 1968, scrapped in 1977.

INS LEVIATHAN (ex HMS TURPIN P 354)
Built by Chatham Dockyard, laid down:24 May 1943, launched:5 August 1943, commissioned:18 December 1944, same specifications, sold to Israeli Navy in 1965, scrapped in 1978.

(Israel 2017, 2.50 sh. StG.?)
Internet.
D. v. Nieuwenhuijzen
 
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