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.

The editor of Log book will retire this coming August and, unless a new one comes forward, the society will close.
With this in mind, we are not taking in any new members.
This is an unfortunate situation but seemingly unavoidable.

CHRISTIANA, JOMFRUEN and ATLANTIC SUN

Norway issued in 2008 a series of stamp for tourism in the country, two have a maritime theme.

So far I know the small vessels on this stamp of Oslo Harbour with in the background the City Hall have not been identified, in the last Watercraft Philately of Nov/Dec 2018 in an article by Dan Rodlie he gives the names and details of the three vessels on this stamp as, from the left to the right as CHRISTIANIA, JOMFRUEN and the ATLANTIC SUN.

The Oslo City Hall is the political and administrative heart of the city. It has an important place in the history of Norwegian art and architecture and is visited by more than 100,000 guests and tourists every year. Its two towers, best seen from the sea, stand 66 and 63 metres high. The bells on the top of the east tower provide pleasure for many people, as they play tunes every hour on the hour from 7 am to 12 pm each day.

On the stamp of Lyngor Lighthouse, the sail yacht is not identified, maybe one of the readers has a name for the yacht?
In the days of sailing ships, Lyngor was one of the most important harbours on the Skagerrak coast. It is now a popular place for holidays. Narrow, cemented paths, flanked by white picket fences, wind their way over these vehicle-free islands. Boats are the only means of transport in this South Norwegian Venice.
When Lyngor Lighthouse was finished in 1879, householders in Lyngor celebrated the event by putting lights in their windows. It had been touch and go whether the lighthouse would be built. The authorities had not recommended it, but men from the region with money and good contacts in the Storting took action and produced results. Today we call that lobbying!

CHRISTIANIA:
Built as wooden 3 mast fore-and aft schooner (borgåskute) by Paul Grünquist & Co shipyard in Valax, Finland
Launched as HELGA
Tonnage 143 gross, 85 net, 230 dwt, dim. ? x 24.5 x 9.10ft
Auxiliary oil engine hp?
1948 Delivered to owners.

Lloyds Registry 1955/56 gives for the HELGA as owner Gustaf Holmberg, at Borgå, Finland. Most probably he was also the owner when built.
1994 Sold to Norway Yacht Charter A/A, Oslo and renamed CHRISTIANIA (the former name of Oslo) and restored in her original condition.
Tonnage 123 gross, 38 net, dim. 45.70 x 7.45 x 2.61m, (draught), length of hull 33.20m
Sail area 550 square meters. 10 sails.
Auxiliary engine Caterpillar 6-cyl. diesel, 365 hp.
Crew 5-9, day passengers 150.
Used as a passenger sailing ship in the charter business around Oslo Fjord. When not in use moored in front of the Oslo City Hall.
2019 In service.

JOMFRUEN:
Built as a motor cutter BRILLIANT in Hardanger on the west coast of Norway in 1917.
For many years she carried mackerel from ports around Bergen and Stavanger to the fishmarket in Oslo.
On her return voyages from Oslo she hauled cement from Slemmestad outside Oslo to the west coast of Norway. She continued trading mainly along the western Norwegian coastline until 1984.
From 1984 in spring of 1988 she was converted into a passenger sailing vessel and used as a party-ship and for social activities based in Oslo.
Tonnage 49 Gt, 19net, dim. 1970 x 5.30 x 2.60m. (draught)
Accommodation for 65 passengers.
Her name was at one time changed to BLÅVEIS until she was renamed JOMFRUEN in 2000.
2019 Owned by Norway Yacht Charter A/s, Oslo and in active service.

ATLANTIC SUN:
1994 Built as a passenger vessel by the Porsgrunn Maskineringssenter in Porsgrunn, Norway for the Atlantic Boat Ltd. AS, Oslo.
Tonnage 118 grt, 48 net, dim. 24.10 x 6.16 x 1.60m.
Powered by two General Motors engines.
Delivered under the name ATLANTIC SUN.

She has been used in the tourist traffic on the Oslo Fjord.
2019 In service, sane name and owner, IMO No 9068108.

Source: http://www.philatelism.com/details.php?issueid=2295
Otmar Schäuffelen, Die letzten grossen Segelschiffe; Various Norwe-gian Illustrated Shipping registry; http://www.tallship-fan.de/index_e.htm; D. Rodlie. Lloyds Register 1955/56

Norway 2008 7Kr. sg?, scott 1542

CARAVEL UNDER CONSTRUCTION COLUMBUS 1492

Of the many stamps and miniature sheets used for the 500th anniversary that Columbus discovered America, most of this stamps and miniature sheet have almost all the same design, only the miniature sheet issued by the Bahamas in 1990 is quite different.

The image is a woodcut from the book “Liber Chronicarum” of the chronicler Hartmann Schedel (1414-1514).

The book describe the Latin world history from the creation till the year 1493.
The book of 650 pages was printed in 1493 by Anton Koberger in Nürenberg. A German translation made by S. Alt is published in the same year.

The 645 (in a other edition over the 1000) woodcuts were made by Michel Wohlgemut (1437-1519) and Wilhelm Pleydenwurff (1462-1494).
On the miniature sheet of the Bahamas is depict the building of Noah’s Ark, the part with the Latin text is omitted.

If we pay attention to the following.
Columbus discovered Cuba on 28 October 1492, he returned to Spain were her arrived on 15 March 1493. At that time the chronicle of Hartmann Schedels was already by the printer, so this woodcut can’t represent the vessel of Columbus.
So this image can’t document the journey of Columbus.
The Post of the Bahamas is free to illustrate the life of Columbus with the Ark of Noah, if the image of the Ark is a caravel.

The artist who made this woodcut went into the wrong when he took a caravel as an example for the construction of Noah's Ark, and did not portray the Ark as a square box as most artists from that time portray the Ark.

This woodcut was made in the time of Columbus, while the miniature sheet has the imprint of a “Caravel under construction”. That the picture of the construction of a caravel fits in with the time of Columbus, and is therefore not from the time of the Arch of Noah.

So anyhow a good design of the Bahamas Post.

Source: Translated from Navicula.
Bahamas 1990 $1.50 sgMS 874, scott 692

DORIS

Guyana issued in 2018 two miniature sheets for “Fishing in Guyana”, the fishing boat depict in the border of the MS shows us fishing boats pulled on the beach. The fish most probably you can find in the Guyana waters but the depicted fishing boats have never seen this waters.
She are taken from a painting made by the Dutch painter Vincent van Gogh in 1888 and show “Fishing boats on the beach at Les Saintes-Maries-de-la-Mer in South France, the original you can find in the van Gogh Museum in Amsterdam.

The fishing boats depict are “doris” of which Aak to Zumbra gives: The French doris was originally carried on board “morutiers and “terreneuviers” and she is till today used for fishing inshore, gathering seaweed, and collecting sand. Locally modified to meet special conditions and type of use.
Some half-decked; others a raised cabin forward. Double tholepins used when rowing. Various rigs employed; ketch, cutter, sloop, spirit, lug, lateen. Now most used an outboard motor or inboard motor, and may be constructed of aluminium and she have a pilot house.

(the depicted boats are made of wood.)
Reported length 3.2 – 7m.; e.g. length 7m, beam 2.2m, depth 1.0m.

Turkey 1990 700li sg3090, scott 2482.
Guyana 2018 $16 and $8.50 sgMS?, scott?

VIKING LONGSHIP and Isle of Man

The Isle of Man issued in 1989 four stamps and a miniature sheet that the island was under the Vikings influence.
21p show a figurehead of a Viking ship.
25p shows a Viking warship from ahead at sea.
31p shows a Viking warship it looks sitting on the beach.
75p show the prow of a Viking ship.
£1.00 The MS shows also a prow of a Viking ship entering a port.

More on the Viking ships is given on: viewtopic.php?f=2&t=10360&p=19116&hilit=viking+longship#p19116
Wikipedia has on this time of the Viking Age and Norse kingdom at Isle of Man.

Kingdom of the Isles
The period of Scandinavian domination is divided into two main epochs – before and after the conquest of Mann by Godred Crovan in 1079. Warfare and unsettled rule characterize the earlier epoch; the later saw comparatively more peace.
Between about AD 800 and 815 the Vikings came to Mann chiefly for plunder; between about 850 and 990, when they settled there, the island fell under the rule of the Scandinavian Kings of Dublin; and between 990 and 1079, it became subject to the powerful Earls of Orkney.
There was a mint producing coins on Mann between c. 1025 and c. 1065. These Manx coins were minted from an imported type 2 Hiberno-Norse penny die from Dublin. Hiberno-Norse coins were first minted under Sihtric, King of Dublin. This illustrates that Mann may have been under the thumb of Dublin at this time.
The conqueror Godred Crovan was evidently a remarkable man, though little is known about him. According to the Chronicon Manniae he subdued Dublin, and a great part of Leinster, and held the Scots in such subjection that supposedly no one who set out to build a vessel dared to insert more than three bolts. The memory of such a ruler would be likely to survive in tradition, and it seems probable therefore that he is the person commemorated in Manx legend under the name of King Gorse or Orry. He created the Kingdom of Mann and the Isles in around 1079; it included the south-western islands of Scotland until 1164, when two separate kingdoms were formed from it. In 1154, what was later to be known as the Diocese of Sodor and Man was formed by the Catholic Church.
The islands which were under his rule were called the Suðr-eyjar (south isles, in contradistinction to the Norðr-eyjar, or the "north isles", i.e. Orkney and Shetland), and they consisted of the Hebrides, and of all the smaller western islands of Scotland, and Mann. At a later date his successors took the title of Rex Manniae et Insularum (King of Mann and of the Isles). The kingdom's capital was on St Patrick's Isle, where Peel Castle was built on the site of a Celtic monastery.
Olaf, Godred's son, exercised considerable power, and according to the Chronicle, maintained such close alliance with the kings of Ireland and Scotland that no one ventured to disturb the Isles during his time (1113–1152). In 1156, his son, Godred (reigned 1153–1158), who for a short period ruled over Dublin also, lost the smaller islands off the coast of Argyll as a result of a quarrel with Somerled (the ruler of Argyll). An independent sovereignty thus appeared between [clarification needed] the two divisions of his kingdom.
In the 1130s the Catholic Church sent a small mission to establish the first bishopric on the Isle of Man, and appointed Wimund as the first bishop. He soon afterwards embarked with a band of followers on a career of murder and looting throughout Scotland and the surrounding islands.
During the whole of the Scandinavian period, the Isles remained nominally under the suzerainty of the Kings of Norway, but the Norwegians only occasionally asserted it with any vigour. The first such king to assert control over the region was likely Magnus Barelegs, at the turn of the 12th century. It was not until Hakon Hakonarson's 1263 expedition that another king returned to the Isles.

Decline of Norse rule.
From the middle of the 12th century until 1217 the suzerainty had remained of a very shadowy character; Norway had become a prey to civil dissensions. But after that date it became a reality, and Norway consequently came into collision with the growing power of the kingdom of Scotland.
Early in the 13th century, when Ragnald (reigned 1187–1229) paid homage to King John of England (reigned 1199–1216), we hear for the first time of English intervention in the affairs of Mann. But a period of Scots domination would precede the establishment of full English control.
Finally, in 1261, Alexander III of Scotland sent envoys to Norway to negotiate for the cession of the isles, but their efforts led to no result. He therefore initiated a war, which ended in the indecisive Battle of Largs against the Norwegian fleet in 1263. However, the Norwegian king Haakon Haakonsson died the following winter, and this allowed King Alexander to bring the war to a successful conclusion. Magnus Olafsson, King of Mann and the Isles (reigned 1252–1265), who had campaigned on the Norwegian side, had to surrender all the islands over which he had ruled, except Mann, for which he did homage. Two years later Magnus died and in 1266 King Magnus VI of Norway ceded the islands, including Mann, to Scotland in the Treaty of Perth in consideration of the sum of 4,000 marks (known as merks in Scotland) and an annuity of 100 marks. But Scotland's rule over Mann did not become firmly established till 1275, when the Manx suffered defeat in the decisive Battle of Ronaldsway, near Castletown.

https://en.wikipedia.org/wiki/History_o ... sle_of_Man
Isle of Man 1998 21p/75p sg 793/798 and ms 797, scott 771/775.

TRIESTE LAUNCH

Uruguay issued in 2016 a miniature sheet for the 100th Anniversary of the Naval Oceanographic Office. On the stamp of 20p is depict the Casona Antonio Lussich, the main building of SOHMA, in the border of the sheet, on the right the shield of SHOMA and on the left the hydrographic launch TRIESTE.
I got from Mr. Erhard Jung the following information on the TRIESTE.
Built as a hydrographic launch by the yard of Massimo Petronio, Trieste, Italy for the Uruguay Navy.
Displacement 13.6 ton, dim. 13.50 x 3.30 x 0,90m.(draught)
Powered by2 Volvo Penta TAMD 42 diesel engines, with KaMeWa K 25 Hydrojet thrusters, speed 16 knots.
Range 550 mile by a speed of 14 knots.
Crew 4
12 March 2001 commissioned at Montevideo.as TRIESTE.

The TRIESTE hydrographic launch is, together with the OYARVIDE (ROU 22), one of the two vessels of the Navy of Uruguay specifically built for the bathymetric survey in Uruguayan waters. The crew consists of trained personnel for navigation and maintenance, while the appropriate personnel in hydrography in which she operates (usually composed of an Official Hydrographer and between two to three crew members), embarks on the occasion of carrying out the works, coming from the Service of Oceanography, Hydrography and Meteorology of the Navy (SOHMA). Its base port is the Marina of Santa Lucía, in front of Santiago Vázquez.

Construction and incorporation
The TRIESTE was built on the Massimo Petronio shipyards, Trieste, in northern Italy, built to carry out bathymetric survey tasks in fluvial and coastal waters, with modern equipment and complying with the standards of the International Hydrographic Organization. (IHO).
On 13 March 2001, in the presence of the then President of the Republic , Dr. Jorge Batlle Ibañez , the President of Italy , Carlo Azeglio Ciampi , Commanders in Chief of the Armed Forces of both countries and various national and foreign authorities, the delivery ceremony of the Hydrographic vessel granted by the International Maritime Academy of Trieste took place in the Port of Montevideo , named TRIESTE in its honor of the building place, the Uruguay flag was already hoisted one day before.
The delivery of the vessel responded to the "Agreement of formation for the fluviomarítima security", signed by Uruguay with the European Union , being destined to the support of the tasks of the hydrographic ship OYARVIDE (ROU 22) in the layout of the denominated "Safe Water Lanes" that would connect the high seas with the ports in that area. Assuring the non-existence of obstacles of navigation. The width of the lanes is six nautical miles and will increase in some important sections.

Characteristics and capabilities
The TRIESTE belongs to Class 100 A / 1.1 NAV.S.ST, the same being the first construction in its series. Its propulsion is by means of two Hydrojet Motors, which avoids the presence of appendices in the submerged part of the ship, thus facilitating both the navigation in shallow waters and the launching and recovery operations at sea of the instruments; also significantly reduces vibrations on board, increasing comfort for the crew and long-levity equipment. In this way an excellent maritime capacity with optimum propulsive performance is ensured.
The ship is capable of operating in coastal waters, within twenty miles off the coast, with an range of 550 nautical miles at continuous cruising speed of 14 knots, with a maximum speed of 16 knots. The hull is subdivided into 5 watertight areas; the form of the living quarters derives from the experience acquired in the projects and in the construction of units for heavy uses, assuring to this type of unit remarkable operational advantages and high safety in navigation. In order to accommodate 4 crew members, it has a cabin with a U-shaped sofa that can be transformed into two bunks, plus two folding bunk beds. It also has a bathroom and a small kitchen.

https://es.wikipedia.org/wiki/Lancha_hi ... ca_Trieste
Uruguay 2016 20p sgMS?, scott?

Tristan - 500th anniversary of the discovery Part II.

30р-ТHОМАS SWAIN 1774-1862г-. see more viewtopic.php?f=2&t=16107. 30р-HMS «CHALLENGER»1873г-. see more viewtopic.php?f=2&t=7384. 30р-REVEREND DODGSON ARRIVES 1881г. Edwin Heron Dodgson (30 June 1846 – 3 January 1918), a clergyman in the Church of England, He is primarily remembered for his work as a missionary in the island of Tristan da Cunha in the South Atlantic Ocean, the most remote human settlement in.In 1880 he was appointed by the Society for the Propagation of the Gospel (SPG) as missionary and school teacher to Tristan da Cunha. The schooner «Edward Vittery» was chartered at a cost of £35 to take Dodgson from St Helena to Tristan. He landed safely on 25 February 1881. Unfortunately a gale sprang up and the boat was driven ashore and wrecked at a spot later named in honour of the occasion as «Down-Where-The-Minister-Land-His-Things», as it still appears on maps of the island. All of Dodgson's books (except 100 copies of the Mission Hymn Book), the harmonium, and most of his stores were lost, but the communion vessels were saved, as was a stone font. 50р-WRECK OF THE «ITALIA» 1892г-. see more viewtopic.php?f=2&t=5715. 80p- NORWEGIAN EXPEDITION 1937–38. Erling Christophersen (April 17, 1898 – November 9, 1994) was a Norwegian botanist, geographer and diplomat. He participated in and led several notable scientific expeditions in the 20th century, including the fifth Tanager Expedition (1924) to Nihoa and Necker Island and the Norwegian Scientific Expedition to Tristan da Cunha (1937–1938).The Norwegian Scientific Expedition to Tristan Da Cunha was a scientific and cultural exploration of the most remote inhabited archipelago in the world, in the south Atlantic Ocean, 2,000 km (1,200 mi) from the nearest inhabited land, Saint Helena. The expedition arrived on the island in December 1937 and left in March 1938. Captained by botanist Erling Christophersen, the thirteen man crew included three University of Oslo Ph.D. students conducting research for their dissertations, which were published shortly after their return. Based on observations made during the voyage, Christophersen published «Tristan da Cunha», «the Lonely Isle» (1938) and the comprehensive «Norwegian Scientific Expedition to Tristan Da Cunha, 1937-1938» (1945). 50р-HMS «МILFORD» 1938г-. see more viewtopic.php?f=2&t=6774.
Tristan_da_Cunha 2006;30р;30р;30р;50р;80р;50р.МS. Source: https://en.wikipedia.org/wiki/Erling_Christophersen, https://en.wikipedia.org/wiki/Edwin_Dodgson, http://www.wikiwand.com/en/Norwegian_Sc ... _1937-1938.
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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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