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.

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.

Georgy Ushakov-explorer of the Arctic

Georgy Alexeyevich Ushakov (Russian: Георгий Алексеевич Ушаков) (17 (30) January 1901 – 3 December 1963) was a Soviet explorer of the Arctic. Ushakov broke new ground when he surveyed and explored Severnaya Zemlya, together with four other Arctic explorers, establishing that it was an archipelago. He was honoured by being named Doctor of Geographic Sciences in 1950. In 1926, Ushakov founded the first Soviet settlement on Wrangel Island (today called Ushakovsky) and was its head for three years. In 1930-1932, Ushakov headed the Severnaya Zemlya expedition and established a polar station called Остров Домашний (Domashniy Island). In 1929 and 1930 icebreaker Sedov carried groups of scientists to Franz Josef Land and later to former Emperor Nicholas II Land, the last major piece of unsurveyed territory in the Soviet Arctic. In 1926 the Presidium of the Central Executive Committee of the USSR had renamed the still not fully explored land Severnaya Zemlya (Northern Land). This archipelago was completely mapped under Ushakov, together with geologist Nikolay Urvantsev, surveyor Sergei Zhuravlev and radio operator Vasily Khodovthoroughly surveyed Severnaya Zemlya during a 1930–1932 expedition to the archipelago. between 1930 and 1932. This voyage allowed to obliterate enormous "white spaces" on the Arctic map. Geographic features of the territory were named after different organizations, events and personalities. About the bleakness of Severnaya Zemlya Ushakov wrote:I have seen God-forsaken Chukotka Peninsula, blizzard-ridden Wrangel Island, twice visited fog enshrouded Novaya Zemlya, and I have seen Franz Josef Land with its enamel sky and proud cliffs garbed in blue, hardened glacial streams, but nowhere did I witness such grimness or such depressing, lifeless relief.. In 1935, Ushakov led the first Soviet high-latitude expedition on an icebreaker Sadko. The cruises of the Sadko went farther north than most; in 1935 and 1936 the last unexplored areas in the northern Kara Sea were examined and the little Ushakov Island was discovered. In 1937 the ship was caught in the ice with two others and forced to winter in the Laptev Sea, adding valuable winter observations to the usual summer ones. In 1932-1936, Georgy Ushakov was employed at the Chief Directorate of the Northern Sea Route (Главное Управление Северного Морского Пути). Ushakov then worked at the Chief Directorate of Hydrometeorological Service of the USSR (1936-1940) and Soviet Academy of Sciences (1940-1958). Ushakov died in Moscow, but was buried on Domashniy Island in Severnaya Zemlya.
Russia 1987;5k; Рostal envelope. Centrafricaine 2016;2650f.
Source:https://en.wikipedia.org/wiki/Georgy_Ushakov

Koch "St. Nicholas"

In the early 80s of the twentieth century, historians and enthusiasts in the city of Petrozavodsk joined the Polar Odyssey traveler club to study the Pomor maritime tradition and recreate copies of the Pomor pony and the nomadic. For several years, the club has recreated the "ordinary" boats: "Gourmet", "Faith", "Hope", "Love"; Pomor Koch - "Pomor". Soon a project was launched in Petrozavodsk, dedicated to the 365th anniversary of the opening of the Bering Strait by Semyon Dezhnev, it is called “The Arctic - the territory of discoveries”. This is a joint project of the government of the Chukotka Autonomous Region and the Russian Geographical Society. And in Karelia, the start was given because in Petrozavodsk at the shipyard of the famous center “Polar Odyssey” two kochas were built - “St. Nicholas” and “Apostle Andrey”, which will pass through the Semyon Dezhnev route. As the President of the State Polar Academy, First Deputy Prime Minister of the Russian Geographical Society, Artur Chilingarov, said at the opening, the project’s goal is to draw attention to the problems of the Russian Arctic and focus joint efforts on the development of interregional cooperation in the economic, scientific, cultural and tourism spheres. It was the government of Chukotka that ordered the construction of Siberian ships to the famous Karelian center. As Roman Kopin noted, today in Russia no one else does such wooden cots. What is he - Pomor? Its design is more complex than the rook design. Not a single authentic sample of these ships has been preserved. There are no detailed descriptions or their graphic images. Bit by bit, trackers were collected under the direction of Valery Dmitriev, indirect information about the construction of the Kochi, hull lines, main dimensions and sailing armament. We studied the wreckage of ships found on the islands and the coast of the Arctic. Enthusiasts have traveled around dozens of Pomeranian villages in order to crumble together the traditions of building small wooden ships that still exist among the people. So, after a long study and comparison of disparate information, a collective image of koch developed. Its characteristic features: small size - length 12 meters, width 4.4 meters; high seaworthiness with a strong wind reaching 20 m / s; high vessel speed up to 11 knots with an estimated 3-4 knots; maneuverability and stability with a slight draft of 1 meter and low weight up to 8 tons. Koç has a characteristic ovoid strong body. Sheathing is made on the inside. Such small vessels could carry up to 10 tons of cargo. "St. Nicholas" and "Apostle Andrew" were built according to archival data of the XVI-XVII centuries, were launched in Petrozavodsk on May 29, 2011 and during the project more than 11 thousand kilometers passed. The expedition "Chukotka - the territory of discoveries" was the final, third stage of the project "The Arctic - the territory of discoveries", dedicated to the 365th anniversary of the opening of the Bering Strait by Semen Dezhnev. The objective of the project is to draw public attention to the problems of the Russian Arctic, recall the bright pages of Russian history and great geographical discoveries, and tell about the region.The uniqueness of the expedition is that no one after Semyon Dezhnev passed this route on similar wooden ships with direct sailing equipment for one navigation in the format of coastal navigation. Travel in space and time is a continuation of the unique historical and geographical experiment of Russian scientists, which began in 2011. The main objectives of the scientific program: the search for traces of the Pomeranian culture in the mouths of the rivers Yana, Indigirka, Kolyma, a visit to the Pomeranian village of Russkoye Ustye on the r. Indigirka, Chukchi and Eskimo coastal settlements, monitoring the status of cultural and natural heritage sites, description of the coastline. In addition to research, work will continue on the development of routes for Arctic tourism. Part of the developments of the expeditions of 2011-2012 has already been applied in the tourism sector. On July 28, 2013, the final and most important stage of the “Chukotka - Territory of Discovery” project started in the village of Tiksi - 4,000 km along the Northern Sea Route on the Pomeranian Kochi, in order to pass through Bering Strait by September and arrive in Anadyr, where the solemn events dedicated to the 365th anniversary of the opening of the strait between Asia and America by Semen Dezhnev. The expedition consists of only eight people who have traveled all the way from Tiksi to Anadyr - four for each ship. “We did it!” - the expedition leader Timofey Rogozhin summarized briefly. “Doubts were from the moment the project was born and before it came here. Even this morning, but we succeeded! We are still not fully aware of the uniqueness of the perfect, because no one after Semyon Dezhnev passed this route on wooden ships with direct sailing equipment for one navigation. ”
Russia 2011;Postcard.
Sources: http://www.petrozavodsk.ru/news/115195.html. http://www.vokrugsveta.com/body/press/melnik/pomor.htm.

ZUMWALT USS (DDG-1000)

Built as a destroyer by General Dynamics-Bath Iron Works yard. Bath, Maine for the USA Navy.
17 November 2011 laid down.
28 October 2013 launched as the USS ZUMWALT (DDG-1000).
Displacement 14,798 ton, dim. 182.9 x 24.6 x 8.4m. (draught).
Powered by two Rolls-Royce MT30 gas turbines each 35.4 MW driving Curtiss-Wright electric generators, driving two propellers, speed 33.5 knots.
Armament: 20x MK 57 VLS modules with four vertical launch cells in each module, 80 cells total, each cell hold one or more missiles, depending on the size of the missiles: RIM-66 Standard missiles. RIM-162 Evolved Sea Sparrow Missile (ESSM). BGM-109 Tomahawk. RUM-139 VL-ASROC. 2 – 155mm Advanced Gun Systems with 920 round magazine. 2 – Mk 46 30mm gun.
Can carry 2 SH-60 LAMPS or 1 MH-60R helicopters.
Crew 142.
12 April 2014 christened by Ann Zumwalt and Mouzetta Zumwalt-Weathers daughters of the late General Elmo Zumwalt after which the ship was named.
15 October 2016 commissioned.

USS ZUMWALT (DDG-1000) is a guided missile destroyer of the United States Navy. She is the lead ship of the ZUMWALT class and the first ship to be named for Admiral Elmo ZUMWALT.[10][11] ZUMWALT has stealth capabilities, having a radar cross-section akin to a fishing boat despite her large size. On 7 December 2015, ZUMWALT began her sea trial preparatory to joining the Pacific Fleet. The ship was commissioned in Baltimore on 15 October 2016. She is homeported in San Diego, California.
Namesake
ZUMWALT is named after Elmo Russell Zumwalt, Jr., who was an American naval officer and the youngest man to serve as the Chief of Naval Operations. As an admiral and later the 19th Chief of Naval Operations, ZUMWALT played a major role in U.S. military history, especially during the Vietnam War. A highly decorated war veteran, ZUMWALT reformed the US Navy's personnel policies in an effort to improve enlisted life and ease racial tensions. After he retired from a 32-year naval career, he launched an unsuccessful campaign for the United States Senate.
The hull classification symbol for ZUMWALT is DDG-1000, which departs from the guided missile destroyer numbering sequence that goes up to DDG-126, which as of 2016, is LOUIS H. WILSON Jr., the latest of the named Arleigh Burke-class destroyers. ZUMWALT continues the previous "gun destroyer" sequence left off with 1983, DD-997, the last of the Spruance class, Hayler.

Role
The ZUMWALT class was designed with multimission capability. Unlike previous destroyer classes, designed primarily for deep-water combat, the ZUMWALT class was primarily designed to support ground forces in land attacks, in addition to the usual destroyer missions of anti-air, anti-surface, and antisubmarine warfare.
ZUMWALT is equipped with two Advanced Gun Systems (AGS), which are designed to fire the Long Range Land Attack Projectile (LRLAP). LRLAP was to be one of a range of land attack and ballistic projectiles for the AGS, but was the only munition the AGS could use as of 2018. LRLAP had a range of up to 100 nautical miles (190 km; 120 mi) fired from the AGS. It was to be a key component for ground forces support, but LRLAP procurement was cancelled in 2016 and the Navy has no immediate plan to replace it.
The Navy has re-purposed the ZUMWALT class to surface warfare.

Construction
Many of the ship's features were originally developed under the DD21 program ("21st Century Destroyer"). In 2001, Congress cut the DD-21 program by half as part of the SC21 program. To save it, the acquisition program was renamed as DD(X) and heavily reworked. The initial funding allocation for DDG-1000 was included in the National Defense Authorization Act of 2007. By February 2008, a $1.4 billion contract had been awarded to Bath Iron Works in Bath, Maine, and full rate production officially began a year later, on 11 February 2009.
In July 2008, a construction timetable was set for General Dynamics to deliver the ship in April 2013, with a March 2015 target date for ZUMWALT to meet her initial operating capability but, by 2012 the planned completion and delivery of the vessel was delayed to the 2014 fiscal year. The first section of the ship was laid down on the slipway at Bath Iron Works on 17 November 2011, by which point, fabrication of the ship was over 60% complete. The naming ceremony was planned for 19 October 2013, but was canceled due to the United States federal government shutdown of 2013. The vessel was launched on 29 October 2013.

Sea trials
In January 2014, ZUMWALT began to prepare for heavy weather trials, to see how the ship and her instrumentation react to high winds, stormy seas, and adverse weather conditions. The ship's new wave-piercing inverted bow and tumblehome hull configuration reduce her radar cross-section. Tests involved lateral and vertical accelerations and pitch and roll. Later tests included fuel on-loading, data center tests, propulsion events, X-band radar evaluations, and mission systems activation to finalize integration of electronics. These all culminated in builders' trials and acceptance trials, with delivery for US Navy tests in late 2014, and with initial operating capability (IOC) to be reached by 2016.
ZUMWALT's first commanding officer was Captain James A. Kirk. Kirk attracted some media attention when he was first named the captain, due to the similarity of his name to that of the Star Trek television character Captain James T. Kirk, played by William Shatner. Shatner wrote a letter of support to ZUMWALT's crew in April 2014. On 7 December 2015, the ship departed Bath Iron Works for sea trials to allow the Navy and contractors to operate the vessel under rigorous conditions to determine whether ZUMWALT is ready to join the fleet as an actively commissioned warship.
On 12 December 2015, during sea trials, ZUMWALT responded to a US Coast Guard call for assistance for a fishing boat captain who was experiencing a medical emergency 40 nautical miles (74 km) from Portland, Maine. Due to deck conditions, the Coast Guard helicopter was unable to hoist the patient from the fishing boat, so the ZUMWALT's crew used their 11-meter rigid-hulled inflatable boat (RHIB) to transfer him to the destroyer, from which he was transported to shore by the Coast Guard helicopter and then to a hospital. The US Navy accepted delivery of ZUMWALT on 20 May 2016. In September 2016, it was reported that the vessel needed repairs after the detection of a seawater leak in the ship's auxiliary motor drive oil system. The US Navy commissioned ZUMWALT on 15 October 2016, in Baltimore during Fleet Week.

Post-commissioning
On 21 November 2016, ZUMWALT lost propulsion in her port shaft while passing through the Panama Canal from the Atlantic to the Pacific Ocean en route to her homeport in San Diego. Water had intruded in two of the four bearings that connect ZUMWALT's port and starboard Advanced Induction Motors to its drive shafts. Both drive shafts failed and ZUMWALT hit the lock walls in the canal, causing minor cosmetic damage. ZUMWALT's passage through the Panama Canal had to be completed with tugboats. ZUMWALT underwent repairs at Vasco Núñez de Balboa Naval Base near the Pacific end of the canal before continuing on to Naval Station San Diego. Upon the ship's arrival in San Diego, the leak was revealed to be through the lubrication cooling system, though the cause remains unknown.

https://en.wikipedia.org/wiki/USS_Zumwalt
Maldives 2018 20MVR sg?, scott?
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Douglas 1

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Douglas 1

Postby shipstamps » Sun Sep 21, 2008 6:19 pm


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Built in 1858, this steamer was the fastest then afloat and had the unusual distinction of serving on both sides during the American Civil War. In 1862 she was sold to agents for the Confederate States of America and made eighteen blockade-running trips under the name 'Margaret and Jessie' before being captured and sold to the Federal Navy. She was commissioned as U.S.S. Gettysburg and shared in the capture of five Confederate runners.
This label depicts the first Douglas of the company which introduced straight stems to the fleet. In other respects she was a startling contrast to her predecessors in that she was exceptionally long and narrow-gutted. On trial her speed was17.25 knots, and she usually made the run between Liverpool and Douglas in about 4 hrs. 20 min. and also was reputedly the fastest steamer afloat at that time.
In 1862 she was acquired by Fraser, Trenholm and Company, Confederate Agents, for the purpose of running the Federal blockade in the American Civil War. Painted grey and rechristened Margaret and Jessie she had a most successful career until driven ashore at Nassau, in the Bahamas, by the Federal ship Rhode Island in June 1863. The engines of the Douglas were to be seen on Nassau beach for over 80 years after the incident. This vessel was also the first 2-funnelled steamer built for the Isle of Man Steam Packet Company and was the last built for the line by Robert Napier. She was a ship of 700 gross tons on dimensions: 205 ft. (b.p.) x 26 ft. x 14 ft. and was completed in 1858.

SG171 IOM Post Office and Sea Breezes 7/54
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Re: Douglas 1

Postby aukepalmhof » Wed Sep 23, 2009 8:58 pm

Built as a paddle steamer by Robert Napier & Co. at Glasgow for the Isle of Man Steam Packet Company Ltd.
28 May 1858 launched under the name DOUGLAS (I)
Tonnage 700 ton gross, dim. 205.0 x 26.0 x 14.0ft.
Side lever steam engine hp? Speed during trials 17¼ knots.
She was the first steamer of the company with an upright stem.
Building cost £17.500, plus KING ORRY built in 1842, in part exchange.

After completing used in the ferry service between Liverpool and Douglas.
Her fastest crossing between these two ports was in 4 hours and 20 minutes.
After 4 years service for the company she was sold, nominally to Cunard Wilson & Co., but really to Fraser, Trenholm & Co., the American Confederate Agents. She was sold for £24.000.

Painted gray and renamed MARGARET AND JESSIE and used for the blockade running during the Civil War in America. She was then owned by John Fraser and Company at Charleston, and under command of Capt. William Wilson, she made four voyages between Nassau and Charleston.
13 Feb. 1863, she sailed for her first voyage from Charleston, and returned on 24 March from Nassau.
06 April sailed out again to Nassau and returned on 20 May.
31 May sailed out again to Nassau.
The Union cruiser RHODE ISLAND chased her then, and she ran aground off Eleuthera

The following comes from the newspaper Nassau Guardian of 3 June 1863.

We have to record this evening an other unjustifiable outrage committed by a Federal gunboat within the prescribed limits of our shores. On Saturday last the MARGARET AND JESSIE under Capt. Wilson, from Charleston for this port, was fallen in with by the federal steamer RHODE ISLAND off Abaco, and chased till she arrived close to the shore of Jennes Point, Eleuthera.
There would be no legal cause of complaint had the pursuit and firing ceased as soon as the MARGARET AND JESSIE approached within the distance of three miles from the land; but as she neared the coast, and was only 20 yards of, that is between the reef and the land, the gunboat, which was not more than from a quarter to a half-a-mile distant, commenced pouring in broadside after broadside, varying the performance with shot, grape and shell- not only to the imminent danger of all on board (and there were ladies among the passengers), but to serious alarm of the inhabitants of the Island, who suddenly found themselves subjected to a sharp and decisive bombardment. The missiles fired from the RHODE ISLAND ploughed up the earth in various directions, and came in close proximity to, it not actually passing through, dwellings, and drove people to seek refuge between rocks and other protections. This was kept up for miles, and at length the MAGARET AND JESSIE received a shot through her boiler, and another through her bows, which forced her to take the beach, then only fifty yards distant.

Some day later she was refloated and arrived at Nassau, after repair sailed out again for Charleston where she arrived on 16 June.

She was then sold to the Import and Export Company, and came under the command of Capt. Robert Lockwood, and continued her career in blockade running until captured by the US Federal Navy.

07 July, sailed again out for Nassau and returned, (date not given.) Her last voyage from Charleston was when she sailed again in July (not a date given) from that port.
When she was trying to enter Wilmington, the FULTON, KEYSTONE STATE and NANSEMOND off Wilmington, N.C, captured her on 5 Nov. 1863.
She was purchased from the New York Prize Court by the Federal Navy and commissioned GETTYSBURG at the New York Navy Yard on 2 May 1864. She was named of the southern USA Pennsylvania, site of one of the most important battles of the Civil War 1 – 3 July 1863. It was at the dedication of the National Cemetery on the battleground 19 November 1863 that President Lincoln delivered his immortal Gettysburg Address.
She came under command of Lieutenant Roswell H. Lamson.
She is then given with a tonnage of 950 tons, dim. 221 x 26.3 x 13.6ft. Speed 15 knots.
Crew 96.
Armament 1 – 30 pdr. Parrott, 2 – 12 pdr. guns and 4 – 24 pdrs howitzer.

A fast strong steamer, GETTYSBURG was assigned blockading duty with the North Atlantic Blockading Squadron, and departed New York 7 May 1864. She arrived at Beaufort, N.C. 14 May and from there took station at the entrance to the Cape Fear River.

For the next 7 months, Gettysburg was engaged in the vital business of capturing blockade-runners carrying supplies to the strangling South. She captured several ships, and occasionally performed other duties. On 8 October, for instance, she rescued six survivors from schooner HORNE, which had capsized in a squall.

GETTYSBURG took part in the attack on Fort Fisher 24-25 December 1864. Gettysburg assisted with the devastating bombardment prior to the landings by Army troops, and during the actual landings stood close to shore to furnish cover for the assault. GETTYSBURG’s boats were used to help transport troops to the beaches.

With the failure of the first attack on the formidable Confederate works; plans were laid for a second assault, this time including a landing force of sailors and marines to assault the sea face of the fort. In this attack, 15 January 1865, Gettysburg again engaged the fort in the preliminary bombardment, and furnished a detachment of sailors under Lieutenant Lamson and other officers in a gallant assault, which was stopped under very ramparts of Forth Fisher. Lamson and a group of officers and men were forced to spend the night in a ditch under Confederate guns before they could escape. Through failing to take the sea face of Fort Fisher, the attack by the Navy diverted enough of the defenders to make the Army assault successful and insure victory. Gettysburg suffered two men killed and six wounded in the assault.

GETTYSBURG spent the remaining months of the war on blockade duty off Wilmington, and operated from April to June between Boston and Norfolk carrying freight and passengers. She decommissioned 23 June 1865 at New York Navy Yard.

Recommissioning 3 December 1866, GETTYSBURG made a cruise to the Caribbean Sea, returning to Washington on 18 February, where she decommissioned again 1 March 1867.

GETTYSBURG went back in commission 3 March 1868 at Norfolk and put to sea 28 March on special service in the Caribbean. Until July 1868, she visited various ports in the area, protecting American interests, among them Kingston, Jamaica; Havana, Cuba; and ports of Haiti. Between 3 July and 13 August GETTYSBURG assisted in the laying of a telegraph cable from Key West to Havana, and joined with scientists from the Hydrographic Office in a cruise to determine the longitudes of West Indian points using electric telegraph. From 13 August 1868 to 1 October 1869, she cruised between various Haitian ports and Key West, again helping to maintain peace in the area and protecting American interests. GETTYSBURG arrived New York Navy Yard 8 October 1869, decommissioned the same day, and entered the yard for repairs.

GETTYSBURG was laid up in ordinary until 6 November 1873, when she again commissioned at Washington Navy Yard. She spent several months transporting men and supplies to the various Navy yards on the Atlantic coast and on 25 February 1874 anchored in Pensacola harbour to embark members of the survey team seeking routes for an inter-oceanic canal in Nicaragua. GETTYSBURG transported the engineers to Aspinwall, panama and Greystone, Nicaragua, and returned them to Norfolk 10 May 1874. After several more trips on the Atlantic coast with passengers and supplies, the ship again decommissioned 9 April 1875 at Washington Navy yard.

Recommissioned 21 September 1875, GETTYSBURG departed Washington for Norfolk, where she arrived 14 October. Assigned to assist in another of the important Hydrographic Office expeditions in the Caribbean, she departed Norfolk 7 November. During the next few months she contributed markedly to safe navigation in the West Indies in surveys that led to precise charts. She returned to Washington with the scientific team 14 June, decommissioning 26 June.

GETTYSBURG recommissioned 20 September 1876, for special duty to the Mediterranean, where she was to obtain navigational information about the coast and islands of the area. GETTYSBURG departed Norfolk 17 October for Europe. During the next two years, she visited nearly every port in the Mediterranean, taking soundings and making observations on the southern coast of France, the entire coastline of Italy, and the Adriatic Islands. GETTYSBURG continued to the coast of Turkey, and from there made soundings on the coast of Egypt and other North African points, Sicily and Sardinia.

While visiting Genoa, 22 April 1879, GETTYSBURG rescued the crew of a small vessel which had run upon the rocks outside the breakwater. Her iron plates corroded from years of almost uninterrupted service and her machinery weakened. GETTYSBURG decommissioned 06 May 1879 and she was sold on 8 May 1879. Later that year scrapped at Naples.


Sources: West Coast Steamers by Duckworth and Langmuir. Charleston’s Maritime Heritage 1670-1865 by P.C.Coker III. Log Book Volume 9 page 156.
http://www.isle-of-man.com/manxnotebook ... 4/ch03.htm



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