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.

ANDERS SPARRMANN and Tahitian canoes

On this stamp of Sweden is depict a portrait of the Swedish naturalist Anders Sparrmann who made a voyage with James Cook during his second voyage in 1772. The background shows a part of a painting made by William Hodges of Matavai Bay, Tahiti and the island from the north-west, with Mount Orofena in the distance, together with Point Venus and One-Tree Hill. The scene is diffused with the light from the rising sun on the left of the painting. Various Tahitian boats can be seen in the foreground; a small outrigger sailing canoe on the far left, the coastal craft in the centre with two figures on board, and the war canoe on the far right with its dominant stern. (the war canoe is not visible on the stamp.)
Read more at http://collections.rmg.co.uk/collection ... TGlOS4S.99

Wikipedia gives on Sparrmann:
Anders Sparrman (27 February 1748, Tensta, Uppland – 9 August 1820) was a Swedish naturalist, abolitionist and an apostle of Carl Linnaeus.
Sparrman was the son of a clergyman. At the age of nine he enrolled at Uppsala University, beginning medical studies at fourteen and becoming one of the outstanding pupils of Linnaeus. In 1765 he went on a voyage to China as ship's doctor, returning two years later and describing the animals and plants he had encountered. On this voyage he met Carl Gustaf Ekeberg.
He sailed for the Cape of Good Hope in January 1772 to take up a post as a tutor. When James Cook arrived there later in the year at the start of his second voyage, Sparrman was taken on as assistant naturalist to Johann and Georg Forster. After the voyage he returned to Cape Town in July 1775 and practiced medicine, earning enough to finance a journey into the interior. He was guided by Daniel Ferdinand Immelman, the young frontiersman who had previously guided the Swedish botanist Carl Peter Thunberg. Daniel and Sparrman reached the Great Fish River and returned in April 1776. In 1776 Sparrman returned to Sweden, where he had been awarded an honorary doctorate in his absence. He was also elected a member of the Royal Swedish Academy of Sciences in 1777. He was appointed keeper of the natural historical collections of the Academy of Sciences in 1780, Professor of natural history and pharmacology in 1781 and assessor of the Collegium Medicum in 1790. In 1787 he took part in an expedition to West Africa, but this was not successful.
Sparrman published several works, the best known of which is his account of his travels in South Africa and with Cook, published in English as A voyage to the Cape of Good Hope, towards the Antarctic polar circle, and round the world: But chiefly into the country of the Hottentots and Caffres, from the year 1772 to 1776 (1789). He also published a Catalogue of the Museum Carlsonianum (1786–89), in which he described many of the specimens he had collected in South Africa and the South Pacific, some of which were new to science. He published an Ornithology of Sweden in 1806.
The asteroid 16646 Sparrman bears his name. The Swedish novelist Per Wästberg has written a biographical novel about Sparrman which was published in English in 2010, under the title as The Journey of Anders Sparrman. Anders Erikson Sparrman is denoted by the author abbreviation Sparrm. when citing a botanical name.

From: https://en.wikipedia.org/wiki/Anders_Sparrman
Sweden 1973 1k sg 746, scott 1006.

UTO LIGHTHOUSE

This stamp issued by Finland in 1946 for the 250th Anniversary of the Pilotage Authority shows us the old light tower of Uto built in 1753, on the stamp is also a sailing vessel which is not identified. The rigging looks like a schoonerbarque?

Uto is a small island in the archipelago of the Baltic Sea, Utö is the southernmost year-round inhabited island in Finland. Uto lighthouse was built upon this small island on the eastern side of the Uto inlet, which is the entrance of the channel that leads through and amongst the islands to Abo (Turku).

She was the oldest of the Finnish lighthouses and built in 1753 on Uto, also known as the main gateway to the Archipelago Sea. The Uto lighthouse was destroyed in the War of Finland 1808-1809, but was rebuilt in 1814. Subsequently, its tower has been remodelled several times.

The old tower was conical built, 30 meter high. The tower had two lights, an oil-light in the lantern on top of the tower and a coal fire outside the tower in an iron basket attached to the tower via a wooden type frame.

Source: Sailing directions for the Gulf of Finland, Navicula and internet
Finland 1946 8.00M sg 420, scott252.

KALEVALA POEM

For the 100th anniversary of the publication of the epic poem Kalevala, Finland issued three stamps in 1935 which shows on the 2,00 M stamp a type of Viking ship in which the hero of the epos Väinämöinen escaped with the “sampo”, made by the blacksmith Ilmarinen.
When the Goddess Louhi finds out that the “sampo” was stolen, she changed in an eagle, took her warriors on her back and landed on the boat of Väinämöinen (as seen on stamp), where after a battle started in which the boat sank, which took with her the “sampo”.
Plenty more on this poem you can find on the internet,

Encyclopaedia Britannica gives:
Kalevala, Finnish national epic compiled from old Finnish ballads, lyrical songs, and incantations that were a part of Finnish oral tradition.
The Kalevala was compiled by Elias Lönnrot, who published the folk material in two editions (32 cantos, 1835; enlarged into 50 cantos, 1849). Kalevala, the dwelling place of the poem’s chief characters, is a poetic name for Finland, meaning “land of heroes.” The leader of the “sons of Kaleva” is the old and wise Väinämöinen, a powerful seer with supernatural origins, who is a master of the kantele, the Finnish harplike stringed instrument. Other characters include the skilled smith Ilmarinen, one of those who forged the “lids of heaven” when the world was created; Lemminkäinen, the carefree adventurer-warrior and charmer of women; Louhi, the female ruler of Pohjola, a powerful land in the north; and the tragic hero Kullervo, who is forced by fate to be a slave from childhood.
Among the main dramas of the poem are the creation of the world and the adventurous journeys of Väinämöinen, Ilmarinen, and Lemminkäinen to Pohjola to woo the beautiful daughter of Louhi, during which the miraculous sampo, a mill that produces salt, meal, and gold and is a talisman of happiness and prosperity, is forged and recovered for the people of Kalevala. Although the Kalevala depicts the conditions and ideas of the pre-Christian period, the last canto seems to predict the decline of paganism: the maid Marjatta gives birth to a son who is baptized king of Karelia, and the pagan Väinämöinen makes way for him, departing from Finland without his kantele and songs.
The Kalevala is written in unrhymed octosyllabic trochees and dactyls (the Kalevala metre) and its style is characterized by alliteration, parallelism, and repetition. Besides fostering the Finnish national spirit, the poem has been translated into at least 20 languages; it has inspired many outstanding works of art, e.g., the paintings of Akseli Gallen-Kallela and the musical compositions of Jean Sibelius. The epic style and metre of the poem The Song of Hiawatha by Henry Wadsworth Longfellow also reflect the influence of the Kalevala.

Finland 1935 2.00M sg 307, scott 208. The painting shows the landing of Louhi on the boat, painting is made by Aksell Gallen Kallela.

Haukur 1973

Haukur was built in Reykjavík in 1973, thus being a youngster for a wooden boat. In the beginning she was designed as a fishing boat but due to the shipbuilder’s respect and enthusiasm for old sail boats the hull shape was rather unusual and in fact with a resemblance to the old shark and fishing schooners that were common around Iceland in the 19th century. When North Sailing bought the boat in 1996 it was soon clear that the boat would be a great sailing vessel and after serving 5 summers as an ordinary whale watching vessel the boat was transformed to a two mast schooner in the shipyard of Húsavík.

Phoenix 1929

The Phoenix is a ship built by Hjorne & Jakobsen at Frederikshavn, Denmark in 1929, originally as an Evangelical Mission Schooner.
Length: 112ft Beam21.9ft Draught 8.5ft. Propulsion 12 sails, 235 h.p. Volvo. Crew of 10

Missionary and cargo ship
Twenty years later she retired from missionary work and carried cargo until her engine room was damaged by fire. In 1974 she was bought by new owners who converted her into a Brigantine before being purchased by Square Sail in 1988. A first aid over-haul enabled her to sail back to the UK where she underwent a complete refit.
Appearances in films
Caravel Santa Maria
During 1991 she was converted to the 15th century Caravel Santa Maria for Ridley Scott's film 1492: Conquest of Paradise. The ship was known as Santa Maria until, in 1996, due to increasing demand for period square-riggers, she was converted into a 2 masted Brig and reverted to her original name Phoenix of Dell Quay.
Hornblower Series 3
Phoenix of Dell Quay was used as the ship Retribution in the Hornblower Series 3.

Wikipedia

Spirit of New Zealand 1986

The tall ship Spirit of New Zealand is a steel-hulled, three-masted barquentine from Auckland, New Zealand. It was purpose-built by the Spirit of Adventure Trust in 1986 for youth development. It is 42.5 m in total length and carries a maximum of 40 trainees and 13 crew on overnight voyages. The ship's home port is Auckland, and it spends most of its time sailing around the Hauraki Gulf. During the summer season, it often sails to the Marlborough Sounds and Nelson, at the top of the South Island.
The spirit of the project was derived from the sail training operations of the schooners "Sir Winston Churchill" and "Malcolm Miller" which were built for the organisation formerly known as the Sail Training Association ( STA) https://www.spiritofadventure.org.nz/th ... ur-history
The ship is used for a year-round programme of youth development, consisting primarily of 10-day individual voyages for 15- to 19-year-olds and 5-day Spirit Trophy voyages for teams of 10 Year 10 students. Once a year an Inspiration voyage for trainees with physical disabilities is run, as well as board of trustees and Navy training voyages. In addition, adult day, weekend and coastal voyages are offered to paying members of the public. The ship is usually in dry-dock for refit in November and does not sail on Christmas Day.
Design
The Spirit of New Zealand is a barquentine-rigged three-masted steel hull 33.3 m (109 ft) long, with an overall length of 45.2 m (148 ft) including the bowsprit, and a maximum width of 9.1 m (29.9 ft). She has a draft of about 4 m (13 ft) and a displacement of 286 tons. Under power, the Spirit of New Zealand can reach a top speed of 10 knots, and 14 knots under sail. A new engine installed in late 2010 is expected to increase the vessel's maximum speed.
The three steel masts are 28.7, 31.3, and 28.0 metres high and carry 14 sails totalling 724.3m² (7,965 ft²). There are 3 jibs and 4 square sails on the foremast. The main and mizzen masts are gaff rigged, and both can carry a gaff-topsail. In addition, there are 3 staysails on the main mast.
The hull is painted black with the ship's name and the Trust's website painted in white at the bow and across the stern. In addition, a large silver fern is painted on either side of the bow beneath the name. A stainless steel rubbing strake runs the length of the vessel and circular port holes are visible above the waterline. A wooden rail runs around the edge of the entire deck.
The standard crew of the Spirit of New Zealand has varied during her lifetime, but in 2010 consisted of 1 master, 3 mates, 1 cook, 1 engineer, 2 cadets, 3 volunteer watch assistants, 2 leading hands and 40 trainees. For day sail voyages, the ship is registered to carry significantly more passengers. The trainees are normally split 20 male and 20 female, and sleep in separate accommodation. A change to the male accommodation was made so that 6 of the bunks could be separated from the remainder, allowing voyages to sail with 26 females and 14 males. This change was made in response to frequently higher female applicants than male applicants.
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Gipsy Moth IV

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Gipsy Moth IV

Postby shipstamps » Wed Oct 01, 2008 11:42 am

SG751.jpg
SG751
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SG227.jpg
SG227
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Sir Francis Chichester's epic voyage is so fresh in the public mind that it needs no further explanation. Our admiration for the man will last our lifetime. His yacht Gipsy Moth IV is the third vessel to be named after the "Gipsy Moth", the single-engined plane in which Chichester flew alone from England to Australia in the winter of 1929-30, after only three months as a qualified pilot. The Gipsy Moth II was an offshore racer purchased in 1953. Chichester won the first trans-Atlantic race in the Gipsy Moth III in 1960, when he arrived a full week ahead of his runner-up.
Particulars of the Gipsy Moth IV are: built by Camper and Nicholson Ltd., at Gosport, Hampshire in 1966. Length overall 54 ft., waterline 38 ft. 5 ins., beam 10 ft. 5 ins., draft 7 ft. 7 ins., displacement 10.4 tons (23,000 lbs.), lead keel 8,490 lbs. Thames measurement is 18.5 tons and sail area 854 sq. ft. The designers were Illingworth and Primrose, Emsworth, Hampshire.
The ketch left Plymouth on August 27, 1966 and arrived Sydney on December 12, 1966, logging 13,750 miles, via the Cape of Good Hope. Left Sydney, January 29, 1967 and arrived at Plymouth, May 28, 1967 via Cape Horn. Total distance covered on voyage 28,500 miles in 226 days at sea.
(Details written in 1967 by Ernest Argyle, Sea Breezes 11/67)
GB SG751, QatarSG227, Palau SG985ms, Cen Afr Rep SG784
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Re: Gipsy Moth IV

Postby Arturo » Fri Nov 28, 2014 5:53 pm

Gipsy Moth IV.jpg
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Gipsy Moth IV

Palau 1996, S.G.:985ms, Scott: 392.
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Re: Gipsy Moth IV

Postby aukepalmhof » Mon Dec 04, 2017 8:33 pm

1981 sir francis chicester (3).jpg
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Wikipedia has the following on the yacht GIPSY MOTH IV.
GIPSY MOTH IV is a 53 ft (16 m) ketch that Sir Francis Chichester commissioned specifically to sail single-handed around the globe, racing against the times set by the clipper ships of the 19th century. The name, the fourth boat in his series, all named GIPSY MOTH, originated from the de Havilland Gipsy Moth aircraft in which Chichester completed pioneering work in aerial navigation techniques.
Background and design
After being nursed back to health from a suspected lung abscess by his wife, Chichester undertook two single-handed Transatlantic races from Plymouth to New York in 1960 and 1964 in GIPSY MOTH. He won the '60 race and was runner-up in the '64 race. During the '64 race he became inspired to challenge the times set by the tea and wool clipper ships. The clippers took an average of 123 days to make their passage, so Chichester set himself the target of making the passage in 100 days. He subsequently wrote his book Along the Clipper Way, which charts the voyage taken by 19th century wool clippers returning from Australia.
In 1965 Chichester commissioned Gosport-based ship yard Camper and Nicholsons to build the boat, designed by John Illingworth and Angus Primrose. Launched in March 1966, she is 38 ft 6 in (11.73 m) on the waterline and 53 ft (16 m) overall, with a hull constructed of cold-moulded Honduras mahogany. The scheduled displacement (to follow Chichester's requirements of maximum weight) was 10.4 tons, after trials increased by 1 ton of added ballast to cope with insufficient righting moment. Ketch rigged, she has a sail area of 854 sq ft (79.3 m2), extendable with a spinnaker to over 1,500 sq ft (140 m2). The boat incorporated the maximum amount of sail for the minimum amount of rigging, whilst employing tiller based self-steering using design principles established by Blondie Hasler that could enable steerage from the skipper's bunk, essential for solo sailing for a voyage of this length.
1967 voyage
GIPSY MOTH IV set out from Plymouth on 27 August 1966 with 64-year-old Sir Francis at the helm. This was not uneventful, and Chichester later recalled three moments where he noted that the trip was almost over. The first was when part of the frame holding the wind vane self-steering failed, when still 2,300 miles (3,700 km) from Sydney. Not wanting to put in at Fremantle, Western Australia, Chichester spent three days balancing sails and experimenting with shock-cord lines on the tiller, once again getting the boat to hold a course to enable her to cover 160 miles (260 km) a day.
An exhausted Chichester entered Sydney harbour for a stopover 107 days later. He enlisted the help of America's Cup designer Warwick Hood, who added a piece to the boat's keel to provide GIPSY MOTH IV with better directional stability to stop her broaching, but the modification did nothing to improve her stability.
One day out on the return trip via Cape Horn, the boat was rolled in a 140-degree capsize. Chichester calculated the angle by measuring the mark on the cabin roof made by a wine bottle. He commented in his diary and in a later interview with Time magazine that he knew she would self-right as she was designed to, but was concerned by the incident as this was a light storm and he still had to pass Cape Horn, where the third and most significant event of the voyage would occur:
"The waves were tremendous. They varied each time, but all were like great sloping walls towering behind you. The kind I liked least was like a great bank of gray-green earth 50' (15 m) high and very steep. Image yourself at the bottom of one. My cockpit was filled five times and once it took more than 15 minutes to drain. My wind-reading machine stopped recording at 60 knots. My self-steering could not cope with the buffeting....I had a feeling of helplessness."
Just as he thought all hope was lost and he was alone, on exiting the cockpit one day he was followed by the British Antarctic Survey vessel HMS PROTECTOR (A146), and later the same day a Royal Air Force plane broke through the clouds. On 28 May 1967 having logged 28,500 miles (45,900 km) in just 274 days (226 days actual sailing time), the voyage claimed the following records:
Fastest voyage around the world by any small vessel
Longest non stop passage that had been made by a small sailing vessel (15,000 miles (24,000 km))
More than twice the distance of the previous longest passage by a singlehander
Twice broke the record for a singlehander's week's run by more than 100 miles (160 km)
Established a record for singlehanded speed by sailing 1,400 miles (2,300 km) in 8 days
Because of the boat lacking of directional stability (despite fin extension) and righting moment, Chichester commented:
"Now that I have finished, I don't know what will become of GIPSY MOTH IV. I only own the stern while my cousin owns two thirds. My part, I would sell any day. It would be better if about a third were sawn off. The boat was too big for me. GIPSY MOTH IV has no sentimental value for me at all. She is cantankerous and difficult and needs a crew of three - a man to navigate, an elephant to move the tiller and a 3'6" (1.1 m) chimpanzee with arms 8' (2.4 m) long to get about below and work some of the gear."
In his book The Circumnavigators Don Holm describes GIPSY MOTH IV as "perhaps one of the worst racing yachts ever built." The boat was too big and too demanding for the 65-year-old skipper.
Greenwich
After the death of Chichester at the age of 71 on 26 August 1972, GIPSY MOTH IV was put on permanent display at Greenwich, in a land-locked purpose-built dry dock next to CUTTY SARK. The yacht was open to the public for many years, but eventually due to general deterioration from allowing visitors to walk across her decks, was permanently closed to visitors, remaining on display at Greenwich. This was referred to in the song Single Handed Sailor by the band Dire Straits.
Restoration
GIPSY MOTH IV remained undisturbed but gently rotting until, in 2003, Paul Gelder, editor of the London-based sailing magazine Yachting Monthly, launched a campaign to restore the yacht and sail her around the world in 2006 on the 40th anniversary of Chichester's epic voyage, and the 100th birthday of the magazine. He enlisted the support of The Blue Water Round the World Rally, a club-style cruising rally that the magazine had been covering since 1995.
In 2004, in a joint proposal with Yachting Monthly and GIPSY MOTH IV's owners, The Maritime Trust, the yacht was purchased by the United Kingdom Sailing Academy (UKSA) for the sum of £1 and a Gin and tonic (Sir Francis' favourite tipple). She was taken by road to Camper and Nicholson's yard in Gosport, where she had been built and launched in 1966, for restoration. Although C&N did the work at cost price, the restoration cost more than £300,000. As part of the yacht's restoration, the original B&G Navigation equipment was replaced with up to date electronics, but the original devices were left on a covering panel to maintain the feel of the 1966 build.
Second voyage
GIPSY MOTH IV set sail from Plymouth Sound on the first leg of the 2005-07 Blue Water Round the World Rally on 25 September 2005. She had a mixture of experienced crew and teams of disadvantaged youth on board, including:
Skipper: Richard Bagget
First mate: Dewi Thomas
Crew Leader: Paul Gelder (Editor of Yachting Monthly)
Crew: Matthew Pakes (Isle of Wight), Peter Heggie (Plymouth), Elaine Cadwell (Scotland)
The first leg took just over two weeks to reach Gibraltar, the official starting point for the Blue Water Round the World Rally. After crossing the Bay of Biscay to make landfall in Bayona, Spain, where Paul Gelder left to return to the UK, there was a crew change at Vilamoura, Portugal, and Tom Buggy joined the yacht as Crew Leader for the rest of the leg. Yachting Monthly's Dick Durham sailed the next leg and crew leader to the Canary Islands, where James Jermain took over as Mate to Richard Baggett for the Atlantic crossing to Antigua. The yacht went through the Panama Canal in February 2006 and headed for the Galapagos islands and the Marquesas.
On April 29, 2006, after a navigational error, GIPSY MOTH ran aground on a coral reef at Rangiroa, an atoll in the Tuamotus, known as The Dangerous Archipelago in the Pacific Ocean. She was just 200 miles (320 km) from her next landfall, Tahiti. The yacht was seriously damaged. After six days, a major salvage operation was undertaken with Smit, the Dutch big ship experts who were called in by the UKSA, with local help from Tahiti and Rangiroa. After a day-and-a-half spent patching up the holes in the hull with sheets of plywood, the yacht was successfully towed off the reef into deep water on a makeshift 'sledge'. She was towed to Tahiti and put on a cargo ship to be taken to New Zealand. In Auckland, Grant Dalton's America's Cup team donated help and premises at their HQ in Viaduct Harbour, and the yacht underwent a second restoration. After two weeks or so she was sailing again on 23 June 2006.
Her return leg was via Cairns and Darwin, in Australia; Indonesia, Singapore, Phuket, Sri Lanka, the Red Sea, Suez Canal and the Mediterranean. She docked in Gibraltar for a crew change, with skipper John Jeffrey joined by British teenagers: Grant McCabe (Plymouth), Kerry Prideaux (Lynton, Devon), Glen Austin (Isle of Wight) - the last of 90 disadvantaged young people who had crewed the yacht on her 28,264-mile (45,486 km) voyage round the world. She was accompanied into Plymouth by a flotilla of small craft, GIPSY MOTH IV docked at West Hoe Pier on 28 May 2007, as she did exactly 40 years earlier. She was welcomed home by Giles Chichester, son of Sir Francis.
For some time GIPSY MOTH IV lay in Lymington Marina, stored at the end of a line of yachts for sale in the boat yard. Her asking price was £250,000. In November 2010, she was sold to new British owners and remained at Cowes on display to the public.
GIPSY MOTH IV sailed at classic regattas in the summer of 2011, including Suffolk Yacht Harbour Classic Regatta (18–19 June), JP Morgan Asset Management Round the Island Race (25 June), Panerai British Classic Week (16–23 July) and Aberdeen Asset Management Cowes Week (6–13 August). She was one of a number of important vessels which were moored along the route of the Thames Diamond Jubilee Pageant, to celebrate the diamond jubilee of Queen Elizabeth II. Due to her size, she was not part of the flotilla of vessels, and instead was moored with other vessels at St Katharine Docks, in a display known as the Avenue of Sail.[6]
As of 12 March 2017, GIPSY MOTH IV is undergoing maintenance at Bucklers Hard Boat Yard in Hampshire prior to her returning to public view on the 28th of March.
https://en.wikipedia.org/wiki/Gipsy_Moth_IV

Great Britain 1967 1s9d SG751, Qatar 1976 2r sg SG227, Palau 1996 $3 sgMS 985, scott 392. Cen Afr Rep 1981 200fr. SG784, scott C 255 ( the vessel depict is not the GIPSY MOTH IV but a sailing cargo vessel and not identified.)
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