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.

Kazimierz Jaworski

Kazimierz "Kuba" Jaworski (born October 17, 1929 in Augustów, died July 8, 2005 in Szczecin) - Polish sailor, yacht captain of great navigation, yacht constructor.
One of the best Polish sailing sailors. His cruises on yachts of his own design: Spaniel and Spaniel II were symbols of the achievements of Polish sailing.
Kazimierz "Kuba" Jaworski began his adventure with sailing in 1939 on Lake Głęboczek. During the occupation, the family was displaced to Krakow. After the war, he won the first sailing classes in Gdynia, and then he was active in the Krakow Yacht Club "Szkwał". He then starts in regatta in classes "N", "H" and Finn. He organized the Cracow District Sailing Association, in which he was the first president and later a long-term secretary. In the 1960s, he started working in the construction office of the Szczecin yacht shipyard. In 1961, he obtained the patent of the yacht captain of the great shipping. He competed in the regatta on Folkboatach, and in 1969 and 1970 he won the Polish Championship at ENIFA. He was also a champion in the IOR II class on Ogar (70s), and in 1975 he won the Polish Championship in the IOR I class on the Spaniel yacht. In 1976, he ranks 3rd in the general classification in the transatlantic regatta of lone sailors, and in the Jester second class. After the regatta, he was invited as an honor guest of the celebrations of the 200th anniversary of the United States and received the title of honorary citizen of Chicago. On the Spanielek yacht in 1977, in the Mini-Transat regatta, it ranks second. His yacht Spaniel II was the fastest single-hulled yacht on the OSTAR'80 regatta route.
He withdrew from the active sport in the 1980s, after an incomprehensible decision to sell the yacht Spaniel II by the Polish Sailing Association. He was buried at the Central Cemetery in Szczecin (plot 48d). In front of the Szczecin Archcathedral Basilica of Saint. Jakuba stands a monument commemorating Szczecin's yacht captains, among others Kazimierz Jaworski.
He was a co-constructor of the Polonez yacht.
For his achievements, he was awarded the Officer's Cross of the Order of the Rebirth of Poland. Twice he received the Cruise of the Year award - Silver Sextant (1976 and 1977).
Centrafricaine 1961;60f;Sg781.
Source:https://pl.wikipedia.org/wiki/Kazimierz_Jaworski_(%C5%BCeglarz)

Conny van Rietschoten

Cornelis "Conny" van Rietschoten (23 March 1926 – 17 December 2013) was a Dutch yacht skipper who was the only skipper to win the Whitbread Round the World Race twice. Born in Rotterdam, van Rietschoten was unknown as a sailor even in his own waters before competing in the 1977–78 Whitbread Round the World Race. At 45, the industrialist had retired from active business and was looking for a fresh challenge. He had read reports about the first Whitbread Race, saw it as the opportunity of a lifetime – and grabbed it with both hands. A circumnavigation was something his Father, Jan Jacob, had always wanted to do but never found the time. What set Van Rietschoten ahead of the established sailing names like Sir Robin Knox-Johnston and Éric Tabarly was a professional business approach to his campaigns. His eight-year tenure at the top of the sport spelled the end of amateur gung-ho ocean racing entries. He may well have continued to see himself as an amateur, but he set levels of professionalism within the sport that were not repeated until Peter Blakealso won every leg with his Steinlager 2 in the 1989–90 Whitbread Round the World Race. Van Rietschoten was first to undertake extensive trials and crew training before the race, and invested in research to improve crew clothing, rigs and weather forecasting techniques. For his first Whitbread yacht, Conny van Rietschoten turned to American designers Sparkman & Stephensto design a more modern version of the Swan 65 production yacht Sayula II, which had won the first Whitbread race in 1973/74. The new Flyer, built in aluminium by Jachtwerf W. Huisman, was also a ketch, but with a longer waterline and more sail area. After winning the transatlantic race, the Flyer crew found their greatest rival to be another Swan 65, the sloop rigged British yacht King's Legend, with Nick Ratcliffe as the skipper and American Skip Novak as the navigator. 1,000 miles from Cape Town, the two crews found themselves within sight of each other, before Flyer pulled ahead to win the first leg of the race from Portsmouth by 2 hours 4 minutes. On the second leg to Auckland, New Zealand, King's Legend stole the upper hand, and soon had a 360mile lead over Flyer as the Whitbread fleet raced across the Southern Ocean, but then suffered a leak, which slowed her progress. At the finish, Conny van Rietschoten’s crew had cut King's Legend’slead back to within 1 hour 15 minutes. The third leg around Cape Horn to Rio de Janeiro proved something of an anti-climax as far as the race was concerned, for Kings Legend suffered a broach and water wiped out her radio. Without weather forecasts, Novak and his crew were at a distinct disadvantage and fell almost 60 hours behind Flyer. On the final leg back to Portsmouth, Van Rietschoten and his crew had only to shadow Kings Legend home which they did, finishing 2 hours behind the British yacht, to win the Whitbread Race on handicap. Flyer was recently refitted by the original manufacturer.
The 1981/82 Whitbread Race saw Conny van Rietschoten’s maxi sloop Flyer II designed by German Frers matched against Peter Blake’s 68 ft Bruce Farr designed Ceramco New Zealand. Ceramco New Zealand was dismasted during the first leg to give Flyer II a run-away victory on this first stage of the race to Cape Town, but thereafter, the two yachts raced neck-and-neck around the rest of the world. It was at the height of this competition when Conny van Rietschoten showed the steely side of his character. He suffered a heart attack when their yacht was deep into the Southern Ocean, en route to Auckland, New Zealand. Van Rietschoten swore his crew to secrecy, and would not even allow the Flyer II doctor Julian Fuller to call a cardiologist aboard their rival yacht Ceramco for advice. “The nearest port was 10 days away and the critical period is always the first 24–36 hours,” he recalled later. “Ceramco was already breathing down our necks. If they had known that I had a health problem, they would have pushed their boat even harder. When you die at sea, you are buried over the side. Perhaps those Ceramco boys might then have spotted me drifting by. And that I was determined would be the only thing they would see or hear from Flyer II on the matter!” Flyer II pulled out a 9 hour lead by Auckland, but Ceramco New Zealand won the leg on handicap. The race from there to Cape Horn was one of constantly swapping places. Half way across the Pacific, they were within sight of each other, and also rounded Cape Horn together. Flyer II got to Mar del Plata first to take line honours, but the Ceramco New Zealand crew were rewarded with 2nd on handicap. Conny van Rietschoten and his crew finished first again back at Portsmouth, followed by Ceramco New Zealand to take line honours for the Race, and with the rest of the fleet becalmed near the Azores, took handicap honours too – the first crew to win both line and handicap honours in the history of the Race. Van Rietschoten and his crew also set two world records: The fastest Noon to Noon run of 327 miles, and the fastest circumnavigation of 120 days. In 1948 Conny van Rietschoten and his friend Morin Scott sailed their Dragon class yacht Gerda from Cowes England across the North Sea to Arendal to compete in that year's Dragon Gold Cup world championship. They did not win, but Crown Prince Olaf of Norway proclaimed the two sailors the best at the regatta for sailing by far the furthest distance. Since the 1980s the Conny van Rietschoten Trophy has been awarded each year as the best Dutch sailor.December 2013, Conny van Rietschoten died in Portugal.
Centrafricaine 1961;40f;Sg779.
Source:https://en.wikipedia.org/wiki/Conny_van_Rietschoten

REGINA MARIS 1908 Tall Ship

She was built as a wooden hulled 3-masted topsail schooner by J. Ring-Andersen at Svendborg, Denmark for P Reinhold of Råå, Sweden.
Launched as the REGINA.
Tonnage 173 gross, 63 net, dim. 30.48 x 7.62 x 3.08m.
She was strongly built, designed primarily for the arctic waters.
In the 1920s was she sold to O.B. Bengtson in Råå.
Around 1932/34 was she fitted out with a 2-cyl auxiliary engine manufactured by Bolinders, 49 nhp.
1932 Sold to Gustaf F. Edvardssen, Skarhamn, Sweden
1955 He was still the owner. At that time she had a new oil engine.
1962 She got a fire in the engine room which damaged the ship significantly.
1962 Bought by Siegfried and John Aage Wilson (Ocean Transport Lines) of Arendal, Norway, at that time she was laid up at Ystadt, Sweden.
She was thereafter converted at the Hoivolds Mek. Verksted A/S in Kristiansund for 299.000 Dollars in a brigantine rigged private yacht.
Tonnage 186 gross ton, 42.50 x 7.60 x 3.30 (draught), length of hull 35.00m, length bpp. 30.50m
Fitted out with an 8-cyl Caterpillar diesel of 242 hp.
She was renamed in REGINA MARIS. Homeport Valletta, Malta.

Wikipedia has on her: The sailing ship REGINA MARIS was originally built as the three-masted topsail schooner REGINA in 1908. She was a 144-foot (43.9-meter), wooden, completely fore-and-aft–rigged sailing ship with three masts. She was re-rigged in 1963 as a 148-foot (45.1-meter) barkentine. REGINA MARIS can reach a speed of up to 12 knots, especially on a half-wind course or with a fresh back-stay breeze.
Her original home port was Amsterdam as private yacht ??. Her classification was SI Z1234+, EU 98/18. Her length overall was 48 meters (157 feet). Her beam was 6.90 meters (22.6 feet), with a draught of 2.80 meters (9.2 feet). Her masthead height was 29.00 meters (95 feet). Her displacement was 280 tons with a gross tonnage of 153 tons. She was rigged as a three-masted topsail schooner with a sail area of 720 m² (7,750 square feet) across 11 sails.
Her main engine was an eight-cylinder Caterpillar 3408 that produced 365 hp (272 Kw). Her generators were a Mitsubishi 15 kW and a Lister Petter at 20 kW. Her bunker capacity for gas and oil was 12,000 liters (3,170 U.S. gallons; 2,640 Imperial gallons). Her bunker capacity for fresh water was 16,000 liters (4,227 U.S. gallons; 3,520 Imperial gallons).
Her speed under sail was 12 knots and under engine was 9 knots. Her passenger capacity was up to 80 passengers for short-term voyages and 36 passengers for overnight voyages. She had two two-passenger and eight four-passenger cabins.
History
REGINA was built to ply the Iceland-to-Baltic Sea codfish trade. The original wooden hull was completed in 1908, the 100th hull produced by the shipyard of J. Ring Anderson in Svendborg, Denmark.
On 15 February 1920, REGINA was discovered abandoned in the North Sea. Her crew was rescued by the Swedish steamer FRITIOF. REGINA was towed into IJmuiden, North Holland, Netherlands by the Dutch fishing trawler EENDRACHT II.
REGINA at one time was believed to have been involved in the rescue of Danish Jews during World War II, but this was later disproven.
Until 1963, the ship sailed under Swedish colors and was called REGINA, rigged as a three-masted topsail schooner. Following a severe fire in 1963, was she purchased by the Norwegian shipping magnates Siegfried and John Aage Wilson and converted to serve as the latter's private yacht. Rebuilt with a very tall three-masted barkentine rig for this purpose, the ship was renamed REGINA MARIS ("Queen of the Sea"). Between 1963 and 1984, she was used in many television and movie productions, conducted two global circuits, and underwent stints as a cruise ship, sail training facility, and marine mammal research vessel
For a number of years REGINA MARIS was docked in Gloucester, Massachusetts and was in the possession of the Ocean Research and Education Society (ORES) a local non-profit organization. She was used for day sails and short voyages as scientists and students sampled copepods in the Gulf of Maine, observed whales and other marine mammals but mostly for the pleasure of the Captain....... Volunteers could pay for acting as crew on short voyages and sampled life aboard an old wooden sailing vessel, including standing watch, sleeping in narrow bunks and climbing ratlines, the latter optional. When the organization ran out of money trying to keep REGINA seaworthy it is believed that she was sold to Anthony Athanas of Boston's Pier Four restaurant for use as a stationary party ship. One severely cold night with a loud crack she sank. Soon after she was purchased and raised by a group from Long Island that hoped to return her to seaworthy condition.
The vessel was saved from being scuttled by Captain Robert Val Rosenbaum and moved from Boston. Massachusetts, to Greenport, New York, where Rosenbaum founded the REGINA MARIS Foundation and began a restoration process with 70 local volunteers in 1991. Hurricane Bob hit the east end of Long Island in August 1991, and Captain Rosenbaum scuttled the vessel at her berth to save her from being destroyed by the storm and to prevent the destruction of the nearby historic waterfront buildings. After the storm, the vessel was raised by Captain Rosenbaum and sold for one dollar to facilitate the restoration effort by a newly formed nonprofit organization. During the next eight years the corporation raised money through donations in Greenport to restore the vessel, but the funds were misappropriated and never found their way into the ship.
The vessel was towed to Glen Cove, New York, in 1998 as part of a plan to revitalize the city′s waterfront. Plans to restore the ship were hampered by the discovery that she was not involved in rescuing Jewish refugees in World War II, as well as the economic impact of the September 11 attacks in 2001. The ship was chronically leaky and sank at the dock in 2002. Efforts to raise her in 2003 damaged her beyond repair. The deck, gunnels, deckhouse, bowsprit, masts, and rigging were preserved and set in concrete on the nearby esplanade

Timeline
Cargo schooner 1908–1963 (Commercial cargo years)
Private yacht 1963–1970 (Wilson years)
Cruise ship 1971–1973
Sail training and movie Set 1973–1976 (Willoughby years)
Research and sail training 1976–1984 (Ocean Research & Education Society)
From wharf-side attraction to ship's demise 1985–1990
Regina Maris Foundation and Hurricane Bob 1991
Save the Regina Maris (non-profit) 1992-1998

Source: Wikipedia. Lloyds Register, Great Sailing Ships of the World by Otmar Schäuffelen.
French Polynesia 1974 15f sg184, scott ?

Olivier de Kersauson

Olivier de Kersauson (full name: Olivier de Kersauson de Pennendreff, born 20 July 1944) is a Frenchsailor and sailing champion. Kersauson was the seventh child in a family of eight. While he was the only Kersauson not to have been born in Brittany, he was born on 20 July 1944 and brought up near Morlaix in a “provincial Catholic aristocracy with compulsory mass” as he calls it. Very early on, Olivier de Kersauson was to break away from his family. Without being inattentive, he was a pupil who did not settle in well to school life with the priests at boarding school. He passed through eleven schools altogether. After his final school exams and getting up to a lot of things, always on the coast, he began studying economics. At the age of twenty-two, he met Eric Tabarly in Saint Malo. Shortly after, Eric invited him to do his military service on board. This opportunity stretched into eight years during which he was Tabarly’s mate. Together, they put on their boots and waterproofs, swallowing up the miles aboard the Pen Duicks. Very quickly, Olivier de Kersauson developed a passion for multihulls in which he became a pioneer. He was, in particular, the first to build a multihull of composite material, Ribourel, then a trimaran with long floaters, Poulain, at the helm of which he set in 1989-1990 the single-handed round the world speed record. From 1992 onwards, he spent his time working towards the Jules Verne Trophy, the round the world crew record. Wearing the livery of Lyonnaise des Eaux - Dumez, in 1994, he raced around the world against Peter Blake. At the helm of his catamaran Enza, the New Zealander and his six-member crew managed to go around the world in 74 days and 22 hours, while the five Frenchmen took 77 days and five hours. Remaining determined, he made some improvements to his boat and wearing the livery of Sport Elec, took off again around the world. On 8 March 1997, Olivier de Kersauson and his six-man crew left Brest. They were to return triumphant 71 days, 14 hours, 22 minutes and 8 seconds later, improving by more than a week on Peyron’s first time. In 2001, he named his giant trimaran Geronimo, "because Geronimo never gave up. It was at the helm of this boat that Olivier de Kersauson took the Jules Verne Trophy for the second time in 2004 (63 days, 13 hours, 59 minutes). In January 2003, Kersauson claimed that his boat was attacked by a giant squid.
Centrafricaine 1961;100f;Sg783. Source:https://en.wikipedia.org/wiki/Olivier_de_Kersauson

RAIATEA canoe

This stamp designed after a painting made by Herb Kane shows us a canoe from Rurutu, noting I could find on the canoes of Rurutu only what was given by the British missionary Ellis who visited this islands around 1820. Have searched the net for more info, but I think this canoe is now extinct.
The stamp shows a canoe, who has a very high stem and stern. The painting after the stamp was designed is showed http://herbkanehawaii.com/image-catalog ... moorea-c5/
Ellis wrote about this canoe:
One canoe, that brought a chief from Rurutu, upwards of three hundred miles, was very large. It was somewhat in the shape of a crescent, the stern and stem high and pointed, and the sides broad; the depth from the upper edge of the middle to the keel was not less than twelve feet. It was built with thick planks of the Barringtonia, some of which were four feet wide; they were sewn together with twisted or braided coconut husk.
http://nzetc.victoria.ac.nz/tm/scholarl ... d2-d8.html

French Polynesia 1976 30f sg 228, scott?

VAKA TOU'UA canoe of the Marquesas Islands

The stamp issued by French Polynesia in 1976 shows us a “vaka tou’ua” canoe, the stamp is designed after a painting made by Herb Kane, who also designed the four stamps see: http://herbkanehawaii.com/image-catalog ... lands-c40/
The inscription on the painting gives that she is a “va’a tou’ua”.
The word waka or vaka are many time used for canoes on the Pacific Islands, and means canoe.

Aak to Zumbra, a dictionary of the World’s Watercraft, has nothing on the “waka tou’ua” but only for the ‘vaka tou’uá” it gives for the canoe:
The “vaka tou’uá used in the Marquesas Island and Eastern Pacific, is now an extinct double canoe and was used for interisland travel, war, and probably migration.
Dugout hulls of roughly the same length, joined by three stout beams; especially large canoes required butting two logs together; sides raised by washstrakes. Form of ends variously depicted; some projected horizontally at both ends, stern sweeping up to a lofty stylized bird’s head, or both ends curved up to tall end pieces. Some had a platform (hou ua) laid atop the booms; often used by warriors. Sailed and paddled. Single V-shaped mat sail set to a mast stepped forward crossbeam.
Length at least 12m

Source: Aak to Zumbra, a dictionary of the World’s Watercraft
French Polynesia 1976 25f sg 227, scott?
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La Belle Poule

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La Belle Poule

Postby shipstamps » Sun Nov 23, 2008 5:31 pm


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Under the command of Prince de Joinville this French frigate carried the body of Napoleon Bonaparte from St Helena in 1840 and returned it to Paris. This poignant event was captured on a set of stamps issued in 1990 (the 150th Anniversary).
SG776 St Helena Philatelic
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Re: La Belle Poule

Postby aukepalmhof » Fri May 03, 2013 3:56 am

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St Helena released a set of four stamps on 15 December 1990 to mark the 150th anniversary of the removal of Napoleon’s body from the island.
Three of the stamps feature the boats and ships used to bring the coffin back to France.
Six years after his exile to St Helena in 1815 Napoleon died. In his will, he asked that his remains be interred “on the banks of the Seine amidst the people I loved so well”,
Despite his wishes, he was buried in an isolated grave on the island, with a tombstone that not even bear his name. From the moment of his exile, a legend took place shape which intensified after his death.
In 1831, his statue was restored in the Place Vendome. And then in 1840 when the political atmosphere in both England and France was particularly favourable, the French Prime Minister Guizot arranged to have the body of Napoleon brought back to France, where it was placed under the great dome of the Invalides in Paris, fulfilling what Napoleon had stipulated in his will.
The Prince de Joinville, son of King Louis Philippe, sailed to St Helena aboard the frigate La BELLE POULE to bring Napoleon’s body back to France, and arrived there on 8 October 1840.
The people of St Helena opposed the removal because it represented this island’s only claim to fame, realizing that the removal could not be prevented, they organized a large funeral procession, and had a special hearse built.

On 15 October 1840, after the exhumation of the body, it was placed in a coffin made up of six separate coffins of tin, mahogany, two of lead, ebony and oak each inside the other. An elaborately decorated hearse carried the coffin while the British 91st Regiment marched on each side with the arms reversed. A pall of purple velvet, embroidered with gold bees, bordered with ermine, and with an “N” at each corner, crowned and embossed with a silver cross, was brought from France and covered the coffin.
The 13p shows the funeral procession arriving at Jamestown Wharf at 5.00 p.m.. The soldiers removed the enormous coffin, weighing 1,200 kilos, to an awaiting launch. The shore batteries boomed a salute while the military band struck up funeral music. A huge French tricolour flag covered the launch, while another silk flag embroidered with a regal “N” by the ladies of the island floated from its masts. Two dinghies from La BELLE POULE are seen at the dock and in the far background are five ships in the harbour, which are depicted in close-up in the 20p value.
The Prince de Joinville took the tiller of the launch, and with no sound but that of 20 oars striking the water, began the trip to La BELLE POULE.
Two dinghies from La FAVORITE lighted the way for the launch under the setting sun. Four dinghies from La BELLE POULA, two on either side of the launch, acted as escort, while two dinghies from L’ORESTE closed the rear, their sailors bareheaded and with crepe bands on their arms.
La BELLE POULE and La FAVORITE sailed off on 18 October, while on the return voyage to France, La POULE heard rumors that war had broken out between England and France. Fearing the worst, Prince de Joinville ordered unneeded furnishings thrown overboard and partitions between cabins removed to lighten the ship, and threatened to sink her rather than let Napoleon’s remains be taken from France. But all went well, and La BELLE POULE reached the port of Cherbourg on 30 November 1840.
This city owed its port and arsenal to Napoleon, so he was much loved there.
Within a week, 100,000 people came to kneel beside the catafalque supporting the coffin.
At 08.00 a.m. on 8 December 1840, a mass was said aboard La BELLE POULE. Pouring rain disturbed the ceremony which was witnessed by the city’s population massed at the docks. So many came that there was not enough room and some rented small boats to view the ceremony from the harbor. A thousand guns from all forts and ships in the harbor saluted the Emperor’s return to his native land. With the aid of a sloping bridge, the catafalque was lowered onto the quarter deck of the paddlesteamer La NORMANDIE, and was protected from the inclement weather by a dome supported 12 colums and covered in embroidered velvet. The transfer of the coffin from La BELLE POULE to La NORMADIE is depicted on the 38p.
There were lamps and a gilt cross on the altar forward of the mizzen-mast which was enhanced by silver eagles. The flag made by the ladies of St Helena floated from the main-mast.
La NORMADIE carried the coffin as far as the mouth of the River Seine, where it was transferred to the small ship La DARADE 3, which would take it to Courbevoie, a suburb of Paris. On 15 December 1840 Napoleon’s remains were transferred with great ceremony to the Invalides in Paris, where he still rest today.

The St Helena stamps were designed after images in the album “Retour de France des depouilles mortelles de Napoleon” the album was printed in Paris in 1840.
Built as a wooden first class frigate at the Navy Yard at Cherbourg for the French Navy.
01 April 1828 Laid down.
26 March 1834 Launched as the La BELLE POULE one of the Surveillante class.
Displacement 2,558 tons, dim. 54 x 14.50 x 6.59m, 3.80m, draught.
Armament 32 – 30 pdr. 4 – 8 pdr Paixhans and 24 – 30 pdr carronades.
Crew 513.
06 June 1839 commissioned.

The class was designed by M.F. Boucher.
The La BELLE POULE was named after the daughter of noble family Paule de Viguier from the Languedoc.
The girl of 15 years was chosen by the people of Toulouse to speak out the welcome speech on the arrival of King Francis I in the town in 1533.
The King charmed by her beauty did give her the name La Belle Paule, and by the different dialects of that time, the name was quickly corrupted to La Belle Poule (the beautiful chick).
Paula de Viguier baroness of Fontenilles died in 1610 of the old age of 90 years.
The BELLE-POULE was an Surveillante class 60-gun first rank frigate of the French Navy. She achieved fame for bringing the remains of Napoléon from Saint Helena back to France, in what became known as the Retour des cendres.
Although construction was started in 1828, the BELLE-POULE was launched only in 1834. She was one of the first ships to be built in a covered shipyard, which allowed the builders to delay construction while the political and financial circumstances were not favourable. Her design was inspired by the USS CONSTITUTION cruiser class. She was commissioned in July 1835, and displayed very good sailing properties.
On 1 August 1839, under command of the Prince of Joinville, third son of King Louis-Philippe, she left Cherbourg to join the Eastern fleet of Admiral Lalande. She was back in Toulon on 21 December 1839.
On 27 July 1840, she set sail with special equipment for Saint Helena to bring back the remains of Napoleon. She had been painted black for the occasion. On 30 September, she arrived back in Cherbourg, where, on 8 December, the Emperor's remains were transferred to the steamship NORMANDIE . The NORMANDIE transported the remains to Le Havre and up the Seine to Rouen, for further transport to Paris.
The transfer of the remains from BELLE-POULE to NORMANDIE in the road of Cherbourg was executed in much ceremony, and became a subject of choice for marine and romantic painters.
In 1841, the BELLE-POULE cruised along the Canadian coast, landing in Halifax, and visited New York, where the Prince of Joinville visited the President of the USA. The BELLE POULE was back in Toulon on 14 July 1842.
In 1844, Joinville, then vice-admiral, was sent to Morocco to support the action of General Thomas Robert Bugeaud in Algeria, with the SUFFREN, the JEMMAPES, the TRITON, and the frigate BELLE-POULE. Tanger came under attack on 6 August, and Mogador was taken on15 August.
Afterwards, the BELLE-POULE cruised the Indian Ocean, where a cyclone left her with serious damage. She was repaired in Sainte-Marie de Madagascar, and returned to Brest.
She took part in the Crimean War, mostly as a transport; she stayed in the East until August 1856, and sailed back to Toulon on 1 September.
In 1859, she was used to transport ammunition, and was decommissioned on 19 March 1861. She was still used to store gunpowder until 1888.
Equatorial Guinea 1976 1pta sg?, scottMi903. St Helena 1990 20p 38p sg583/84, scott546/47. 1998 £2 sg776, scott? St Pierre & Miquelon 1968 15fr sg452, scott380.
Comores 2008 3000 fc sg?, scott?

Source: http://en.wikipedia.org/wiki/French_shi ... oule_(1828) http://www.shipscribe.com/marvap/index.html
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