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João Gonçalves Zarco: viewtopic.php?f=2&t=14429&p=16374&hilit=zarco#p16374 and Tristão Vaz Teixeira: viewtopic.php?f=2&t=14430&p=16375&hilit=teixeira#p16375 discovered the island of Porto Santo in 1418 during the reign of Dom João I of Portugal.
The vessel depict on the MS is a “caravel redonda” viewtopic.php?f=2&t=10014&p=11903&hilit=caravel+redonda#p11903

The Discovery of Porto Santo, in 1418, and of Madeira, in 1419, constituted the first act that profoundly marked the epic of Portuguese Maritime Expansion, as these islands, thereafter, constituted an Atlantic base, which allowed Portugal to attain the position it occupies in World History, for, in the fitting words of Portugal's greatest poet, having given new worlds to the World. Such a significant historical event, which now happened 600years ago, is more than a good enough reason to celebrate this secular collective journey, which honours the memory of a people who, within and outside of the archipelago, have succeeded in maintaining the most outstanding features of an ‘Atlantic lusitanity’, that lends it its own cultural identity. Because Porto Santo was, of the discoveries, the first island, it will be the specific focus of this year's celebrations, which will include several popular and cultural initiatives, ranging from publications and exhibitions to conferences, shows and many other events in the public sphere in which the population and the school community will participate.
Portugal Madeira 1918 1.50 Euro, sg?, scott?

DIOGO GOMES Portuguese Explorer

Dominica issued in 1991 a set of stamps for explores, the $4 stamp shows us a caravel viewtopic.php?f=2&t=8977&p=9068#p9068 used by Diogo Gomes for his discovery voyage along the West African coast.

Diogo Gomes (c. 1420 – c. 1500) was a Portuguese navigator, explorer and writer. Diogo Gomes was a servant and explorer of Portuguese prince Henry the Navigator. His memoirs were dictated late in his life to Martin Behaim. They are an invaluable (if sometimes inconsistent) account of the Portuguese discoveries under Henry the Navigator, and one of the principal sources upon which historians of the era have drawn. He explored and ascended up the Gambia River in West Africa and discovered some of the Cape Verde islands.
Early life
Probably a native of Lagos, Portugal, Diogo Gomes began as page in the household of Prince Henry the Navigator and subsequently rose to the rank of cavaleiro (knight) by 1440. Diogo Gomes participated in the 1445 slave raid led by Lançarote de Freitas of Lagos on the Arguin banks, and claims to have personally captured 22 Berber slaves singlehandedly.
He was named a royal clerk (escrivão da carreagem real) on 12 June 1451, and went on in the service of both Prince Henry and the Portuguese crown.
Circa 1456, Gomes was sent out by Prince Henry in command of three vessels down the West African coast. Gomes claims he was accompanied by Jacob, an "Indian" interpreter, which some early historians have taken as a rare indication that Henry envisaged reaching India at this early stage. However, modern historians find this improbable; Russell notes that, at the time, 'Indian' was commonly used as a moniker for an Ethiopian, and the furthest hope that Henry nurtured was of reaching the lands of Prester John.
Gomes is said to have reached as far as Rio Grande (now Geba River, in Guinea Bissau), a huge leap beyond the last point known to be reached by the Portuguese. But strong currents checked Gomes' course and his officers and men feared that they were approaching the extremity of the ocean, so he turned back. On his return, Gomes put in at the Gambia River and ascended up the Gambia a considerable distance, some 50 leagues (250 miles), reaching as far as the major market town of Cantor, an entrepot of the Mali gold trade. Gomes credits himself as the first Portuguese captain to interact peacefully with the natives in this region (all prior expeditions had been fended off or fallen in hostilities on the Senegambian coast, although Alvise Cadamosto had also sailed successfully that same year). At Cantor, Gomes collected much information about the gold mines and trade patterns of the upper Senegal and upper Niger, of the cities of Kukia and Timbuktu and the Trans-Saharan trade routes that stretched to the Moroccan coast.
Although the region was primarily Muslim, Gomes seems to have won over at least one important chief named Numimansa, with his court, to Christianity and Portuguese allegiance. Teixeira da Mota identifies 'Numinansa' as the chieftain of the Nomi Bato, and may have been the same chieftain responsible for the deaths of earlier explorers Nuno Tristão in c.1447 and Vallarte in c.1448. The Nomi Bato are probably ancestral to the current Niominka people of the Saloum River delta, and although currently classified as a Serer tribe, were probably originally Mandinka at the time.
Return to Portugal
By 1459, Gomes was appointed to the lucrative office of almoxarife (receiver of royal customs) of the town of Sintra. He remained in that position until c.1480.
Gomes made another African voyage in 1462 (which some historians date as 1460). He sailed down to the Saloum River delta (Rio dos Barbacins) in Senegal, to enter into trade with the Serer people of Sine and Saloum. There he stumbled upon the caravel of the Genoese captain António de Noli, and they charted a return journey together. On the return, Gomes sailed to the Cape Verde islands and claims to have been the first to land on and name Santiago island (his priority is contested by Cadamosto). Gomes speaks, with some resentment, of how Antonio de Noli managed to reach Lisbon before him and secured the captaincy of Santiago island from the king before his arrival.
Prince Henry having died in 1460; thus after his return, Gomes retired from active exploring and pursued a career with Henry's nephew and heir Ferdinand of Viseu and the royal court. In 1463, he was appointed royal squire (escudeiro) for King Afonso V of Portugal. In 1466, he secured a generous royal pension of 4,800 reals, to which were attached duties as a magistrate in Sintra (juiz das cousas e feitorias contadas de Sintra). At an uncertain date, he was also appointed magistrate in nearby Colares (juiz das sisas da Vila de Colares, for which we have confirmation by 5 March 1482).
His death date is uncertain. Some date it as early as 1485, and one authority has 1482, although historian Peter Russell suggests he lived until at least 1499. There is confirmation he was certainly dead by 1502, from the record of an indulgence for his soul paid for by his widow.
Already in advanced age, Diogo Gomes orally dictated his memoirs to the German cartographer Martin Behaim during the latter's sojourn in Portugal. The date of the relation is uncertain and could be anytime between 1484 (Behaim's arrival) to 1502 (confirmation of Gomes' death). Historian Peter Russell tentatively dates the interview around 1499, as the account refers to the death of António de Noli, which occurred around that time. It is likely Gomes dictated in Portuguese, probably through an interpreter, and Behaim wrote it down in Latin (or alternatively in German, and only later transcribed to Latin).
The resulting memoirs, under the title De prima inuentione Guineae ("Of the first discovery of Guinea"), are the only surviving contemporary manuscript, outside of the official chronicle of Gomes Eanes de Zurara, that attempts to give a chronological account of all the Henrican discoveries. The manuscript has two other parts, De insulis primo inventis in mare Occidentis (an account of Canary Islands and the Madeira group) and De inventione insularum de Acores (containing the only detailed record of the Portuguese discovery of the Azores islands).
Historians generally treat Diogo Gomes's account with caution - his penchant for self-promotion, his advanced age, his attempt to recollect events more than two decades past, misunderstandings by Behaim's interpreter, the haste of the transcription (the Latin is quite poor, suggesting it was hurriedly written) and possibly even some supplementary massaging of the material by editor Valentim Fernandes, have conspired to make it an imperfect document, with numerous errors and inconsistencies. Nonetheless, it is an enormously valuable document, containing details that are not found elsewhere.
Among other novelties, Gomes' memoirs are the sole record of what appears to have been the earliest Portuguese expedition, a 1415 expedition to Gran Canaria by João de Trasto (although this is probably just an erroroneous reference of the 1424 expedition of Fernando de Castro). Gomes also gives the first detailed account of the rediscovery of the Azores by the Portuguese in Prince Henry's service.
The memoirs are noteworthy for illuminating the character and purpose of Prince Henry the Navigator, ascribing to the prince a deliberate scientific and commercial purpose in exploration. Gomes notes Henry sent out his caravels to search for new lands (ad quaerendas terras) from his wish to know the more distant parts of the western ocean, and in the hope of finding islands or terra firma beyond the limits laid down by Ptolemy (ultra descriptionem Tolomei); on the other hand, his information as to the native trade from Tunis to Timbuktu and the Gambia helped to inspire his...


Isle of Man Ports:
18p Douglas, she is the largest harbour of the islands, and the ferries terminal is there. The ferry visible is the KING ORRY V. viewtopic.php?f=2&t=5992&p=5988&hilit=KING+ORRY+V#p5988

23p Castletown, situated in the south of the Isle of Man, the harbour is dominated by an ancient castle. In the harbour alongside are some pleasure craft visible.

37p Port St Mary, Port St Mary is the principal harbour in the South of the island. It handles coastal vessels, supports a buoyant fishing industry. The stamp shows fishing vessels, cabin cruisers and yachts.

40p Ramsey is the second busiest harbour on the island, dealing with mixed cargo, fishing and pleasure craft. The red hulled cargo vessel on the left of the stamp is the GLENFYNE,

Source: Isle of Man Post Office information letter No 63.
Isle of Man 1992 18/40p sg 527/30, scott 519/22 and MSsg 531, scott 523a/523b. For the MS see also: viewtopic.php?f=2&t=5992&p=5988&hilit=KING+ORRY+V#p5988


French Polynesia issued in 1993 four stamps for the 100th Anniversary of the birth of Jacques Boullaire (1893-1976) a French painter.
He worked and lived n Tahiti from 1937 – 1966.
The stamps shows us scenes on Tahiti from that time, which were designed after etching he made there, in the background of each stamp you see a schooner rigged vessels. Of the vessels I have not any details.

32F Pahi Moorea.
36F Pahi Tuamotu.
39F Pahi Rututu
51F Pahi Nuku-Hiva

French Polynesia 1993 sg676/79, scott 616/619


The Czech Republic issued one stamp for the Bat’a Canal, the stamp shows us pleasure boats and a small passenger vessel with tourists on board for a sightseeing trip on the canal.

The Baťa Canal, also known as the Otrokovice-Rohatec Canal, is a historical 52 km waterway built in 1935-38 to connect Otrokovice with Rohatec. The waterway partly follows the Morava River, the rest is a complex of man-made canals with a number of gates, locks (14), and other water structures. There are 23 bridges across the canal, with pedestrian underpasses (platforms with iron-bound low railing used to support tow ropes when towing boats below the bridge).
The main material transported on the waterway was lignite from the Ratiškovice mines owned by the Baťa company. It was transported to the lignite fired power plant in Otrokovice, which supplied heat and power to the local leatherworking plant.
A number of unique technical facilities were installed on the waterway, such as a coal tipper between Rohatec and Sudoměřice, cableway used to tow boats across the Morava Rver at Vnorovy, etc. A typical "Baťa house" for the attendant was built next to each lock. The remains of these monuments, part of which is presently under reconstruction, provide evidence of the high craftsmanship of their builders.
The reconstruction of almost the entire 52 km track has been finished by now, with 13 locks being put in working order, which allows using the waterway for cargo transport and for recreational boating between Otrokovice and Petrov, or Skalice in Slovakia. Tourists can use 8 ports and 16 landing places. With the construction of the port in Skalice, Slovakia, the Baťa Canal became an international waterway. The reconstruction project is planned to continue until the waterway reaches Hodonín and Kroměříž (so-called Athens of the Haná Region).
The designers of the Danube-Oder-Labe waterway have also relied on using Baťa Canal´s river sections navigable by larger ships. The Baťa Canal would remain open for local transport, and at the same time would be linked to the European waterway network.

From Czech Republic Post:
Czech Republic 2012 10K sg?, scott?


Denmark issued in 1984 one stamp for the 300th Anniversary of the Pilot Service, the stamp shows a pilot cutter under sail of which I have not any details.

On 08 March 1684 King Christian V presented by Royal Resolution In Dragör, that six pilots has to be appointed knowing the Danish channels which had to accompany the Danish fleet or warships of the King through the channel between Amager and Saltholm (Øresund or Sound)

Pilots were already known in Denmark from 1561, but by the Royal Resolution of 1684 that 6 pilots were appointed the actual pilot system was born in Denmark.

Pilots are used by the captains of ships in not well known waters or ports and canals, most countries have made the pilotage of ships compulsory by approaching their ports.

Much more info is given on ship pilots by Wikipedia see:

Source: PTT Denmark and internet.
Denmark 1984 2.70 Kr sg774, scott

SHIRAYUKI destroyer 1928

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SHIRAYUKI destroyer 1928

Postby aukepalmhof » Wed Oct 03, 2018 7:16 pm

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Built as a destroyer on the Yokohama Dockyard, Yokohama for the Imperial Japanese Navy.
19 March 1927 laid down.
20 March 1928 launched as No 36 but before commissioned renamed in SHIRAYUKI, one of the Fubuki class.
Displacement 1,780 ton, after rebuilding 2,080 ton, dim. 118.4 x 10.4 x 3.2m (draught). Length bpp 111.96m.
Powered by two Kampon Type Ro geared steam turbines, 50,000 ihp, twin shafts, speed 38 knots.
Range by a speed of 14 knots, 5,000 mile.
Armament: 6 – 127mm guns, up to 22 – 25mm AA guns, up to 10 -13mm AA guns and 9 – 610mm totpedo tubes. Could carry 36 depth charges.
Crew 219.
18 December 1928 commissioned.

SHIRAYUKI ( ”White Snow”?) was a Fubuki class was the second of twenty-four Fubuki-class destroyers, built for the Imperial Japanese Navy following World War I. When introduced into service, these ships were the most powerful destroyers in the world. They served as first-line destroyers through the 1930s, and remained formidable weapons systems well into the Pacific War.
Construction of the advanced Fubuki-class destroyers was authorized as part of the Imperial Japanese Navy's expansion program from fiscal 1923, intended to give Japan a qualitative edge with the world's most modern ships. The Fubuki-class had performance that was a quantum leap over previous destroyer designs, so much so that they were designated Special Type destroyers (Tokugata). The large size, powerful engines, high speed, large radius of action and unprecedented armament gave these destroyers the firepower similar to many light cruisers in other navies. Originally assigned hull designation “Destroyer No. 36”, she was completed as SHIRAYUKI, after Emperor Shōwa's favorite white stallion.
On completion, SHIRAYUKI was assigned to Destroyer Division 11 under the IJN 2nd Fleet. During the Second Sino-Japanese War, SHIRAYUKI was assigned to patrols of the southern China coast, and participated in the Invasion of French Indochina in 1940.
At the time of the attack on Pearl Harbor, SHIRAYUKI was assigned to Destroyer Division 11 of Desron 3 of the IJN 1st Fleet, and had deployed from Kure Naval District to the port of Samah on Hainan Island. From 4 December 1941 through February 1942, SHIRAYUKI covered the landings of Japanese troops in Malaya, Anambas Islands and "Operation B" (the invasion of British Borneo). On 27 January, SHIRAYUKI and her convoy were attacked by the HMS THANET and HMAS VAMPIRE about 80 nautical miles (148 km) north of Singapore in the Battle off Endau, and her torpedoes are credited with helping sink THANET.
In February 1942, SHIRAYUKI was part of the escort for the heavy cruiser CHÕKAI during "Operation L" (the invasion of Banka and Palembang in the Netherlands East Indies, and was credited with sinking or capturing four transports attempting to flee from Singapore.
SHIRAYUKI was subsequently assigned to "Operation J" (the invasion of Java), and was in the Battle of Sunda Strait on 1 March, assisting in the sinking of the Australian cruiser HMAS Perth (D29) and the American cruiser USS Houston (CA-30). SHIRAYUKI took a shell hit direct to her bridge during the battle, killing one crewman and injuring 11 others.
In early March, SHIRAYUKI escorted a troop convoy from Singapore to Burma, and participated in "Operation D", the invasion of the Andaman Islands on 23 March. During the Indian Ocean raids, SHIRAYUKI was assigned to patrols out of Port Blair. From 13–22 April, SHIRAYAKI returned via Singapore and Camranh Bay to Kure Naval Arsenal, for maintenance.
On 4–5 June, SHIRAYUKI participated in the Battle of Midway as part of Admiral Isoroku Yamamoto’s main fleet. In July 1942, SHIRAYUKI sailed from Amami-Oshima to Mako Guard District, Singapore, Sabang and Mergui for a projected second Indian Ocean raid. The operation was cancelled due to the Guadalcanal campaign, and she was ordered to Truk and Rabaul instead. From August through November, SHIRAYUKI was used for numerous “Tokyo Express” high speed transport missions in the Solomon Islands. On 12 October, she rescued the survivors of her sister ship Japanes destroyer MURAKUMO, which had been torpedoed.
On 14–15 November, SHIRAYUKI was involved in the Second Naval Battle of Guadalcanal. She was initially attached to Admiral Kurita’s support force, and then joined Admiral Kondo’s emergency bombardment force. Together with the light cruiser NAGARA, SHIRAYUKI assisted in sinking two of the four American destroyers involved (USS PRESTON (DD-379) and USS WALKE (DD-416), mortally wounding the USS BENHAM (DD-397) (which was scuttled after the battle), and severely damaged the USS GWIN (DD-433), causing heavy American losses in the first phase of the battle.
SHIRAYUKI returned briefly to Kure at the end of the year, as escort for the aircraft carrier HIYO.
In January 1943, SHIRAYUKI returned to the Solomon Islands as part of a major reinforcement convoy from Shanghai, arriving with Rear Admiral Shintarō Hashimoto at Shortland Island at the end of January, and serving as the admiral’s flagship during the evacuation of Guadalcanal in February. SHIRAYUKI was reassigned to the IJN 8th Fleet on 25 February .
During the Battle of the Bismark Sea on 1–4 March, SHIRAYUKI was flagship for Rear Admiral Masatomi Kimura leading a troop convoy from Rabaul to Lae. In an Allied air attack on 3 March, a skip-bomb exploded in her aft magazine, severing her stern, and killing 32 crewmen. SHIRAYUKI sank 55 nautical miles (102 km) southeast of Finschhafen at position 07º15’S 148º30’E7.25ºS148.5ºE
The survivors, who included Admiral Kimura and her captain Commander Sugawara were rescued by SHIKINAMI .
On 1 April 1943, SHIRAYUKI was removed from the navy list..

Marshall Island 1993 50c sg462, scott333. ... yuki_(1928)
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