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.

pedalo

Cuba issued four stamps in 1992 for tourism, the 20c shows us a “pedalo” of which
Wikipedia gives:
A pedalo (British English) or paddle boat (U.S., Canadian, and Australian English) is a small human-powered watercraft propelled by the action of pedals turning a paddle wheel.
The paddle wheel of a pedalo is a smaller version of that used by a paddle steamer. A two-seat pedalo has two sets of pedals, side by side, designed to be used together. Some models, however, have three pedals on each side to allow a person boating alone to pedal from a centrally seated position.
Pedalos, being particularly suited to calm waters, are often hired out for use on ponds and small lakes in urban parks.
The earliest record of a pedalo is perhaps Leonardo da Vinci's diagram of a craft driven by two pedals.

Also on the right of the stamp is a small sailyacht of which I have not any information.

https://en.wikipedia.org/wiki/Pedalo
Cuba 1992 20c sg 3739, scott 3433.

La REINE HORTENSE yacht

Iceland issued in 1986 four stamps for the “Bicentenary of the City of Reykjavik” of which the 12 Kr stamp shows us an 1856 view from the banks of the Tjörn (Pond) with in the background the bay of Reykjavik. By the stamp is given by the Icelandic Post:
In the background there is the French Imperial yacht La REINE HORTENCE. This illustration is copied after a picture in a book entitled’ Voyage dans le mers du Nord” by Charles Edmond, which was published in 1857 and described the French Prince Napoleon’s voyage around the Northern oceans in 1856.

August 1844 the 3-mast yacht was laid down for King Louis-Philippe under the name COMTE D’EU on the yard of Augustin Normand in Le Havre.
20 December 1846 launched.
Displacement 1,100 ton, dim. 62 x 10.80 x 5.7m.
Powered by a Creusot 4-cyl. steam engine, 320 nhp, speed 12 knots.
Armament 6 – 12cm guns.
Laid down as COMTE D’EU, the ship was renamed to PATRIOTE on 20 February 1848 after the French Revolution of 1848.

In June 1853, she became the imperial yacht REINE HORTENSE.
06 August 1853 in Dieppe.
July 1854 Sailed from Cherbourg for Bayonne, at the disposal of the Empress.
19 August 1854 arrived in Danzig.
In 1855, she served as a troopship to ferry forces bound for the theatre of the Crimean War.
08 February 1855 arrived in Kamiesch https://en.wikipedia.org/wiki/Kamiesch with ships in tow.

In June 1865 (wrong given by Wikipedia, must be 1856) she took Prince Napoléon on an expedition to Greenland, with the ARTÉMISE (1847), a 28-gun corvette, La PERDRIX and, the COCYTE and two British coal tender screw steamers, the TASMANIA and the SAXON of 700 tons each. On 30 June at Reykjavík in Iceland, she met again Lord Dufferin who was on his own travels that would feature in his book Letters From High Latitudes, published the next year. Dufferin's journey was taking in Iceland, Jan Mayen and Spitzbergen. He had chartered the schooner FOAM for the task. Dufferin was invited to join Prince Napoleon aboard his royal steamer, and the Prince hearing that the FOAM had broken down offered them a tow north to Jan Mayen as they were going to the same region. On their last night in Reykjavik the prince held a ball to which all the rank, fashion, and beauty of the tiny town (population 700 or 800) were invited.
The FOAM was attached with two cables and the flotilla set off on 7 July, the collier SAXON traveling all too slowly behind. The fragile La REINE HORTENSE was soon to be in increasing danger from the ice and the French were required to abandon their journey 100 miles short of Jan Mayen, and return to Reykjavík. So on 11 July they let loose the FOAM to carry on north by sail. This was fortunate in a sense since on their return they were to discover that the SAXON had been damaged by ice, and would have meant that the convoy would have been short of fuel. This effectively cancelled the expedition.

18-20 May 1857 sailed from Bordeaux to Rochefort with the Emperor Napoleon III and Grand Duke Konstantine Nikolayevich of Russia. Then via other French ports to the Isle of Wight and returned back in Calais on 31 May 1857, where after the Grand Duke leaves the vessel and traveled to Brussel.
07 July 1857 back in The Isle of Wight with Prince Napoleon and his suite, where after she sailed via Lerwick and Bergen to the North Cape.
REINE HORTENSE ferried Prince Napoléon Bonaparte from Marseille to Genoa in early 1859 for his marriage to Princess Maria Clotilde of Savoy, and Napoléon III from Marseille to Genoa on 11 and 12 May 1859.
28 June 1860 in the port of Toulon, 12 April 1862 sails from Toulon with the Duchess of Hamilton https://en.wikipedia.org/wiki/Princess_ ... %80%931888)
In 1862 she was in the Baltic when she gave aid to a British vessel who she towed 80 miles from Bomarsund to Stockholm, on board had been Lord Dufferin, who she was to meet again 3 years later.
21 March1863 arrived in the harbour of Villefrance with the EAGLE.
06 October 1863 arrived on the road of La Rochelle with on board the Emperor.
01 January 1864 returned to the French Navy.
The REINE HORTENSE was recommissioned as the imperial yacht on 20 April 1865 for an official visit of the Emperor to Algeria.
01 October 1865 decommissioned as imperial yacht in Cherbourg.
On 14 February 1867, she was renamed to CASSARD, and commissioned for the Algiers station. She served there until 1881, when she was decommissioned in Toulon before becoming a littoral defence ship
Renamed to FAUNE in 1893, she was used as a hulk in Port-Vendre then munition depot in Toulon. She was eventually broken up in 1920.

Source: https://en.wikipedia.org/wiki/French_ship_Cassard_(1846) http://www.dossiersmarine.org/c-c5.htm
Iceland 1986 12 Kr sg 684, scott ?

Exploration of Albany

In 1991, Australia issued a stamp and a miniature sheet, commemorating exploration of Albany, Western Australia by George Vancouver (1791) and Edward Eyre (1841). The coastline of the Albany area was observed for the first time in 1627 by the Dutchman François Thijssen, captain of the ship “ Gulden Zeepaert” (The Golden Seahorse), who sailed to the east as far as Ceduna in South Australia and back. Captain Thijssen had discovered the south coast of Australia and charted about 1,768 kilometres (1,099 mi) of it between Cape Leeuwin and the Nuyts Archipelago. GEORGE VANCOUVER: Departing England with two ships, HMS” Discovery” and HMS “Chatham”, on 1 April 1791, Vancouver commanded an expedition charged with exploring the Pacific region. In its first year the expedition travelled to Cape Town, Australia, New Zealand, Tahiti, and Hawaii, collecting botanical samples and surveying coastlines along the way. On 29 September 1791, explorer Captain George Vancouver while exploring the south coast, entered and named “King George the Third's Sound” and” Princess Royal Harbour”, and took possession of New Holland for the British Crown. Vancouver went out of his way to establish good relationships with the local Aboriginal people.On the stamp In the background is the “Discovery”. JOHN EYRE: In 1841, Albany was the final destination of the explorer Edward John Eyre, the first European to reach Western Australia by land from the eastern colonies. Eyre, together with his Aboriginal companion Wylie , was the first European to traverse the coastline of the Great Australian Bight and the Nullarbor Plain by land in 1840–1841, on an almost 2000 mile trip to Albany, Western Australia . He had originally led the expedition with John Baxterand three aborigines. On 29 April 1841, two of the aborigines killed Baxter and left with most of the supplies. Eyre and Wylie were only able to survive because they chanced to encounter, at a bay near Esperance, Western Australia , a French whaling ship Mississippi , under the command of an Englishman, Captain Thomas Rossiter, for whom Eyre named the location Rossiter Bay .
Аustralia 1991;1.05;SG1303. Source: https://www.rosebedsstampshop.com/austr ... s-mnh.html. https://en.wikipedia.org/wiki/History_o ... _Australia. https://en.wikipedia.org/wiki/George_Vancouver. https://en.wikipedia.org/wiki/Edward_John_Eyre

STERN TRAWLER (stylized)

Iceland issued two stamps for the “Export, Trading and Commerce” of which the 35Kr shows us a stylized stern trawler viewtopic.php?f=2&t=11826

By the stamps is given by the Icelandic Post:
The Post and Telecommunications Administration will be issuing two new stamps which depict a few tokens of the branches of industry involved in exporting products from Iceland.

Icelanders are heavily dependent upon foreign trade. The geographical position of lceland and natural conditions lead to our having to transact extensive trade with other countries. Vigorous export activities are the basis for Iceland being an affluent society in the Westem manner. lt will hardly be disputed that the export value is the basis for the standard of living in Iceland being among the best in the world. High prices of sea products on the world market and strong marketing advances by Icelandic concerns have contributed to the fact that the Icelandic people have succeeded in building up a modern society.

Iceland Chamber of Commerce was established in 1917 with 170 founders from all around the country. Now the members are around 390 and consist of representatives of various spheres of the Icelandic economy, Ieading in the various progressive matters of Icelandic firms. The Export Council of lceland was established in 1986 in order to support Icelandic concerns in foreign marketing activities- The Council represents a field of work for most Icelandic Companies which in some way have to do with currency creative assignments. The Export Council s revenues are a part of the expenditure tax base of concerns in the processing of fish, industry, construction work, fisheries and carriage by sea and land. The Board of Directors of the Export Council consist of nine representatives of various spheres of the Icelandic economy as well as representatives of the public sector. In 1991 the total foreign currency receipts of the Icelandic people came to about ISK 130 billion. Sea products weigh most heavily. In 1991 these returned earnings amounting to over ISK 73 billion. Industry ranks next with a yield of about ISK 16 billion. income on account of communications came to almost ISK 13 billion and the tourist industry yielded over ISK 7 billion- Income from agriculture, including fish farming produce, has decreased considerably and agricultural export amounts to ISK 1.5 billion only. The countries of the European Community are Iceland s most important customers Britain is at the top of the list and Germany, France and Denmark are also prominent. Altogether almost 70% of Iceland’s total export go to EU countries. The United States of America and Japan are also important markets for Icelandic produce and about 12% of exports go to the former, but 7% to the latter.
The role of the Export Council is that of granting to export concerns information and marketing advice which aim at increasing the export value of goods and services from Iceland. Also to increase knowledge of the market and competitiveness of Icelandic concerns, thereby building a foundation for better livelihood in the country as well as creating a positive general image of the country, its people and products.
On the occasion of the 50th anniversary of the Icelandic Freezing Plants Corporation (SH) the other of the new stamps will depict its trade mark amongst few tokens. The establishment meeting of the Corporation was held on February 25th 1942. The purpose of the Corporation’s foundation was that of selling fish products in foreign markets, undertaking the purchase of operational goods, searching for new markets and experimenting with new products and methods of production.
Twenty three quick freezing plants around the-country are the founders of the Icelandic Freezing Plants Corporation, but now the producers are around 70. The corporation has throughout its activities been in the lead of Icelandic export concerns. In 1947 |he Corporation (SH) founded the concern of Coldwater Seafood Corporation in order to handle the sales of fish products in the United States market. ln 1956 a marketing office of the Icelandic Freezing Plants Corporation was opened
In England and in 1983 a subsidiary company ' Icelandic Freezing Plants, Limited was established
In England. Sales offices of the Icelandic Freezing Plants Corporation are also operated in Germany,
France and Japan, but dealings with the European Continent and Asia have increased rapidly during recent years.

The trade mark ICELANDIC originated in the United States, but it has become an image of quality products in the minds of fish buyers around the world. Behind this trade mark is a long story of development in a tough market where constant watchfulness in the field of quality and sales affairs has to be demonstrated.

Source: Icelandic Post.
Iceland 1992 30/35kr. sg788/789 scott 752/753

Aleksei Chirikov

Aleksei Ilyich Chirikov (Russian: Алексе́й Ильи́ч Чи́риков) (1703 – November 1748) was a Russian navigator and captain who along with Bering was the first Russian to reach North-West coast of North America. He discovered and charted some of the Aleutian Islands while he was deputy to Vitus Bering during the Great Northern Expedition. In 1721, Chirikov graduated from the Naval Academy. In 1725–1730 and 1733–1743, he was Vitus Bering's deputy during the First and the Second Kamchatka expeditions. In May 1741 Chirikov in the St Paul and Vitus Bering in the St Peter left Petropavlovsk-Kamchatskyand headed east. Some time after 20 June they were separated by a storm and never saw each other again. On 15 July 1741 Chirikov saw land at Baker Island off Prince of Wales Island at the south end of the Alaska Panhandle. This is about 450 miles southeast of Bering's landfall near Mount St. Elias at the north end of the panhandle. Unable to find a harbor he sailed north along Baranov Island past the later Russian base at Sitka. He sent out a longboat to find an anchorage. When it did not return after a week he sent out his second longboat which also failed to return. Now without any small boats Chirikov had no way of searching for the two longboats or landing on the coast to explore or replenish his supply of fresh water. After waiting as long as possible, he abandoned the longboats to their fate and on 27 July sailed west. He sighted the Kenai Peninsula, Kodiak Island and Adak Island near the western end of the Aleutians. With water critically low he reached Petropavlovsk on 12 October 1741. In 1742, Chirikov was in charge of a search party for Bering's ship St. Peter. During this trip, he located Attu Island. Chirikov took part in creating the final map of the Russian discoveries in the Pacific Ocean (1746). Chirikov's name is given to Capes of the Kyūshū Island, Attu Island, Anadyr Bay, Tauyskaya Bay, an underwater mountain in the Pacific Ocean, Chirikof Island and Cape Chirikof at the westernmost point of Baker Island.
Rossija 1999;Postal envelope. Rossija1991; 30к,30к;SG 6274,6275. Source:https://en.wikipedia.org/wiki/Aleksei_Chirikov

CORPUS CHRISTI PROCESSION ON LAKE HALLSTATT

The traditional Corpus Christi procession has been taking place on Lake Hallstatt for at least 389 years. This popular national holiday, steeped in local, historic tradition, will be celebrated by the lake.
Corpus Christi is a time when the people of Hallstatt decorate their traditional boats with flowers and foliage, and the village is prepared for a special celebration. The festivities date back to the Jesuits who formed colorful processions through the village. Due to the fact that there was limited open space in the old salt-mining village, the walking procession was replaced by boats and salt-carrying small ships on the lake. This afforded the local people some lovely views towards the "salt mountain" which had been their source of income for thousands of years.

The main procession, escorted by a choir and orchestra, assembles for worship at 9.00am in the parish and pilgrimage church "Our Lady of the Mountain" in Hallstatt. The lead celebrant is Otto Krepper, military deacon from Voralberg.

At around 10.00, the procession starts out towards the market square where the first "station" is made. The procession then continues down to the lake and along the lake shore from where the thousands of assembled Christians and visitors to Hallstatt will have stunning views of the bright and colorful collection of boats, and of the Holiest Sacrament. A second "station" is made by the War Memorial, and a third "station" of thanks-giving for young people will then be made by the bus terminal and the HTBLA.

The procession now continues on to the lake from where the "Plassen" - the mountain which guards over the people of Hallstatt - and also the "Salt Mountain" come into view. During the fourth "station" of thanks-giving, God is thanked for the "Mountain of Fortune" and the fruits of the earth.

Afterwards, the procession returns to dry land, and the procession continues back to the market square, accompanied by a local brass band. Here the final "blessing" is made and a The Deum is sung. The first ever procession was formed in 1623, and since 1628 has been a gift from the salt mines of Hallstatt.

Very significant members of the Hallstatt Corpus Christi Procession are the "Hallstatt Corpus Christi Gun Firers" who announce the most important parts of the proceedings by firing "Prangerstutzen" traditional guns. 3 shots are fired by the church and then by each "station" along the way, informing us of the significance of the events which follow. The day has a very early start for these men. They begin firing their guns at 6.00 am at the far end of Hallstatt. They move out on to the lake in boats, and every fifteen minutes continue their journey across the lake towards the church. At 9.00 they arrive on foot at the church and join the main procession.

https://dachstein.salzkammergut.at/en/h ... ssion.html
Austria 1993 5s sg2349, scott 1619.
$post_attachment_names[$j]$post_attachment_names[$j]$post_attachment_names[$j]$post_attachment_names[$j]$post_attachment_names[$j]$post_attachment_names[$j]$post_attachment_names[$j]

VÄINÄMÕINEN or ILMARINEN

The full index of our ship stamp archive

VÄINÄMÕINEN or ILMARINEN

Postby aukepalmhof » Sun Jun 17, 2018 8:14 pm

vainamoinen ~1.JPG
Click image to view full size
2018 submarine Finland.jpg
Click image to view full size
The Finish navy did have two coastal defence ships before World War II and one of this is depict on this stamp. The submarine in the foreground is the VESIKKO see viewtopic.php?f=2&t=16336

Both were built on the Ab Crichton-Vulcan Oy in Turkey for the Finish Navy.
The VÄINÄMÕINEN was ordered in 1927 the ILMARINEN in1929.
29 April 1932 launched as the VÄINÄMÕINEN.
Displacement 3,900 ton, dim. 93.0 x 16.8 x 5.0m. (draught)
Powered diesel electric by four Krupp engines each 1,173 hp each,two shafts,speed 14.5 knots.

Range 700 mile by 14.5 knots.

Armament: 2 – 254 mm Bofors, 4 – 105mm Bofors, 4 – 40mm Vickers and 2 – 20mm Madsens when built, four 20mm Madsens added in 1944.
Crew 410.
28 December 1932 commissioned.

VÄINÄMÕINEN was a Finnish coastal defence ship, the sister ship of the Finnish Navy's flagship ILMARINEN and also the first ship of her class. She was built at the Crichton-Vulcan shipyard in Turku and was launched in 1932. Following the end of the Continuation War, VÄINÄMÕINEN was handed over to the Soviet Union as war reparations and renamed Vyborg.[i] The ship remained in Soviet hands until her scrapping in 1966.
Design
VÄINÄMÕINEN and ILMARINEN were planned to be mobile coastal fortresses for the defence of the Finnish demilitarized islands at Åland in particular. The two ships were not well suited for the open seas due to a design with emphasis on operations in the shallow waters of the archipelago: it has been said that they were volatile and rolled too much. The minimal depth keel, together with the high conning tower, made the ships' movements slow and wide. It was said that the ships were uncomfortable, but harmless to their crews.
The ship's heavy armament of 254-millimetre (10 in) Bofors guns could fire shells of 255 kilograms (562 lb) up to 31 kilometres (19 mi).
Fire control
In fire control, the two coastal ships were identical. The fire control centre and the gun towers were connected electrically so that ranging and orders could be given without spoken contact. With the aid of mechanical calculators, the values were transferred directly to the gun towers.
Operational history
Winter War
During the Winter War, the two coastal defence ships were transferred to the Åland islands to protect against invasion. When the ice cover started to become too thick in December, the ships were transferred to Turku, where their anti-aircraft artillery aided in the defence of the city.
Continuation War
The only time VÄINÄMÕINEN and ILMARINEN fired their heavy artillery against an enemy was at the beginning of the Continuation War, during the Soviet Red Army evacuation of their base at the Hanko Peninsula. VÄINÄMÕINEN also participated in the distraction manoeuvre Operation Nordwind on 13 September 1941, during the course of which her sister ship ILMARINEN was lost to mines.
In 1943 "Detachment VÄINÄMÕINEN", which consisted of VÄINÄMÕINEN, six VMV patrol boats and six motor minesweepers, was moved east to take positions along the coast between Helsinki and Kotka. She did not actively participate in many operations, since the heavier Soviet naval units never left Leningrad, where they were used as floating batteries during the siege. As a result, VÄINÄMÕINEN's primary operational duties were to patrol the Gulf of Finland between the minefields "Seeigel" and "Nashorn", as well as protection of the German-Finnish anti-submarine net across the gulf.
During the Soviet assault in the summer of 1944, the Soviets put much effort into trying to find and sink VÄINÄMÕINEN. Reconnaissance efforts revealed a large warship anchored in Kotka harbour and the Soviets launched an air attack of 132 bombers and fighters. However the target was not VÄINÄMÕINEN — instead it was the German anti-aircraft cruiser NIOBE .
Postwar
After the end of the Continuation War VÄINÄMÕINEN was handed over as war reparations to the Soviet Union. The ship was handed over on 29 May 1947 to the Soviet Baltic Fleet, where she was renamed VYBORG. The ship served over 6 years in the Red Fleet at the Soviet base in Porkkala, Finland. The ship was called Vanya (a Russian short form of the name Ivan) by the sailors of the Baltic Fleet.
VYBORG was modernized during the 1950s and served for a while as an accommodation ship in Tallinn. Preparations to scrap the ship were begun in 1958. During this time, there were talks to return the ship to Finland. The ship was, however, scrapped in 1966 at a Leningrad scrapyard. According to Soviet calculations, 2,700 tons of metal were recovered.

Source: https://en.wikipedia.org/wiki/V%C3%A4in ... fence_ship

The ILMARINEN was also ordered in September 1929.
09 July 1932 laid down.
09 September 1933 launched as ILMARINEN.
She has the same details as her sister.
17 April 1934 completed.

ILMARINEN was a Finnish Navy Panssarilaiva ("Armored ship"; a coastal defence ship by British classification). The unit was constructed at the Crichton-Vulcan shipyard in Turku, Finland, and named after the mythological hero ILMARINEN from the Finnish national epic, the Kalevala. ILMARINEN was the flagship of the Navy from 1 May 1933 until her demise on 13 September 1941.
During the early inter-war period the Finnish Navy consisted of some 30 ex-Russian vessels, most of them taken as war-trophies following the civil war. Never ideal types for the navy's needs, they were generally old and in poor condition. In 1925, a tragic incident highlighted the sorry state of the navy. An old torpedo boat was lost in a fierce storm, taking with her the entire crew of 53. A heated debate started, and intensive lobbying led to the adoption of a new Finnish Navy Act in 1927.
Prior to World War II, the fleet renewal program led to the acquisition or construction of five submarines, four torpedo boats, and two coastal defense ships. Among the last of their kind, VÄINNÄNÖINEN and ILMARINEN were two of the most concentrated naval artillery units ever built. They were designed by the Dutch company NV Ingenieurskantoor voor Scheepsbouw (a front for German interests circumventing the Treaty of Versailles), and were optimized for operations in the archipelagos of the Baltic Sea. Their open sea performance was de-emphasized in order to give the vessels their shallow draft and super-compact design.
Coastal defence ships were particularly popular in the Nordic countries, and began serving in the navies of Denmark, Sweden and Norway early in the 20th century. These vessels typically had heavy armament and good armor protection, but were relatively slow. Their sizes were around 4,000 tons, main armament consisted of guns between 210 and 240 mm (8 and 9 in), the armor corresponded to that of armoured cruisers, and speeds were between 15 and 18 knots (28 and 33 km/h; 17 and 21 mph). A coastal defence ship was somewhere between a cruiser and a monitor: slower than a cruiser but better armed, faster than a monitor, but with smaller guns. The coastal defence ships also varied among themselves; some of them were closer to cruisers, and others, such as the Finnish ones, were closer to monitors.
Being the second of her class, ILMARINEN was launched at the Turku shipyard on 9 September 1933. The ship went through its finishing trials and was handed over to the Finnish Navy on 17 April 1934. Her sister ship Väinämöinen had preceded her by two years.
The vessels had a compact design, with a high mast and large turrets for main and secondary artillery. Foreign comments on their design ranged from puns to praise. Not truly designed for open sea operations, the ships had a tendency to roll slowly and widely even in moderate seas. Travel on them was unpleasant, but deemed safe. Additional keels were later fitted, which improved the situation somewhat.
VÄINÄMÖINEN and ILMARINEN had a displacement of 3,900 tonnes, a maximum length of 93 metres (305 ft), and a draught of 4.50 metres (14.8 ft). Requirements of speed and range were moderate, as they were expected to operate near their home bases. Both vessels were equipped with four diesel engines that powered two electrical engines. These generated a total of 4,800 horsepower (3,600 kW). There were also two smaller 100 hp (75 kW) auxiliary diesel engines. Maximum speed was 14.5 knots (26.9 km/h; 16.7 mph), and range was limited by the vessels' carrying capacity of only 93 tonnes of diesel oil.
The four 254 mm (10 in) Bofors guns were massive for vessels of this size, and they could hurl a 225 kg (496 lb) shell up to 31 kilometres (19 mi). The secondary artillery consisted of eight 105 mm (4 in) dual-purpose Bofors guns in four turrets. These were the primary defense against fast torpedo boats and aircraft. Additionally, the ships were equipped with four 40 mm anti-aircraft guns (initially British-made "pom-pom" guns, which, after mediocre performance in the Winter War, were replaced with Bofors guns) and two Madsen 20 mm cannons (later increased to eight).
The purpose of the coastal defence ships was to prevent landing operations and naval blockades that threatened vital sea trade. Thanks to the construction of vast defensive systems during the czarist era, Finland had strong coastal artillery in permanent positions. These defenses were to be supplemented with minefields in times of unrest. One of the main purposes of the navy was to buy time for ground forces to deploy to the islands in the Archipelago. In these confined spaces, coastal defence ships armed with 254 mm main artillery would have been a tough opponent for any ship of the era.
The Soviet Baltic Fleet was the obvious threat, and the Finnish vessels were meant to deter the largest Soviet ships, such as the battleships MARAT and OKTYABRSKAYA REVOLUTSIYA , as well as the cruiser KIROV , from venturing too close to Finnish shores.
Operational history
During her first years ILMARINEN made a few journeys to different ports in Finland, once running aground near Vaasa.
When the Winter War erupted, ILMARINEN and her sister ship VÄINÄMÖINEN were dispatched to the Åland Islands in order to guard against a possible invasion. Due to a decree by the League of Nations, the Ålands were to be demilitarized in peacetime. The Finnish Navy was to transfer resources there when conflict arose.
The threat against the Åland Islands receded after thick sheet-ice began covering the Baltic Sea in December 1939. The two coastal defence ships sailed to Turku where they provided anti-aircraft support for the city. They were painted white to prevent Soviet bomber crews from spotting them, but were targeted by aircraft on several occasions, resulting in one death and several injuries.
During the Continuation War the two ships shelled the Soviet base at Hanko Peninsula on five occasions in July–November 1941. ILMARINEN fired twenty shells at the Soviet airfield at Täcktom on 12 July 1941. The airfield had previously been bombed by German Junkers Ju 88s of Küstenfliegergruppe 806.
The two Finnish coastal defence ship participated in Operation Nordwind on 13 September 1941, in which German forces were to take the Estonian islands of Saaremaa and Hiiumaa. A group of Finnish and German ships were to be used in a diversionary operation to lure the Soviet fleet into battle – away from the real invasion force coming up from the south. Another German fleet, including the cruisers EMDEN, KÖLN and LEIPZIG, waited further away to join the battle if the Soviets turned up; however, the northern fleet remained unnoticed and an order was given to turn around when they had reached a point some 25 nautical miles (46 km; 29 mi) south of Utö. The formation was led by minesweepers, but some mines had escaped being swept. The crew of ILMARINEN failed to take proper notice of the dragging paravane cable. It is likely that the ship had caught one or two sea mines in the paravane, and when the ship turned, the mines struck the bottom of the hull and exploded. The explosion blew a large hole in the ship, which soon developed a strong list and keeled over. The ship sank in just seven minutes. Only 132 men of the crew survived, and 271 were lost, most of them trapped inside the hull. Fifty-seven were rescued by the patrol boat VMV 1, which had maneuvered to the capsized hull and took on as many of ILMARINEN's crew as she could. During this time she too was at great risk of being obliterated if ILMARINEN's magazines had ignited.
The survivors were later known as Ilmarisen uimaseura (ILMARINEN's Swimming Team). Among the survivors were ILMARINEN's captain, Commander Ragnar Göransson, and the Commander of the Finnish Navy, Commodore Eero Rahola, as well as Lieutenant Viljo Revell, later a renowned architect.
The loss of ILMARINEN is the greatest single loss of the Finnish Navy to date. The military command tried to keep the loss secret, but Swedish newspapers soon reported the incident, and the numerous sailor obituaries in Finnish newspapers could also have alerted the Soviets, who soon also reported the loss.
The ship was located in 1990. It was found upside-down, deeply embedded in mud, resting at a depth of 70 metres (230 ft). It is classified as a war grave. The wreck of ESTONIA is some 15 km (9.3 mi) away.

https://en.wikipedia.org/wiki/Finnish_c ... _ILMARINEN
Finland 2018 sg?, scott?
aukepalmhof
 
Posts: 5729
Joined: Thu Apr 02, 2009 1:28 am

Return to Ship Stamps Collection

Who is online

Users browsing this forum: Baidu [Spider], Majestic-12 [Bot] and 78 guests

cron