COURAGEOUS yacht

Built as a 12 meter yacht by Minneford’s Yacht Yards, City Island, New York for the Courageous Syndicate, New York.
June 1974 launched as COURAGEOUS.
Displacement 25,4 ton, dim. 20.10 x 3.73 x 2.73m. (draught, length on waterline 13.60m.
Sail area 151 m²
Crew 11.

COURAGEOUS is a 12-metre class yacht. She was the third boat to win the America's Cup twice, in 1974 and 1977, after COLUMBIA in 1899 and 1901, and INTRPID in 1967 and 1970. All three of these boats won for the New York Yacht Club and thus the United States. COURAGEOUS was the first all-aluminium-hulled 12-metre class yacht.
COURAGEOUS successfully defended the America's Cup for the USA in 1974 with Ted Hood at the helm. After the 1974 cup, Hood built a new boat which he thought was faster than COURAGOUS and sold COURAGOUS to Ted Turner. Turner won the 1977 America's Cup defender trials in COURAGEOUS beating Hood in the process, and then went on to successfully defend the America's Cup later that year.
When preparing COURAGEOUS for the 1977 America's Cup, she was re-measured for compliance with the 12-metre class rule. It was discovered that she was lighter than the weight declared in her original racing certificate for the 1974 America's Cup. Less weight typically means a faster performance in lighter winds and a slower performance in stronger winds. If COURAGEOUS had been found to be underweight before the competition in 1974 then the designers would have had to make adjustments to sail area, the waterline length, or other attributes to make the design comply with the 12-metre rule. If COURAGEOUS was found to be underweight during the event she would have been disqualified. It is only conjecture what effect this oversight had on the result of the 1974 event.
1979 Renamed in COURAGEOUS II.
1984 Owned again by Courageous Syndicate Inc., Short Beach CT, USA., renamed COURAGES III.
1986 Renamed in COURAGEOUS IV.
1993 Renamed again in COURAGOUS and owned by Courageous Sailing Center in Charlestown MA, USA.
1996 Owned by US 26 Corporation, Wilmington, DE, USA not renamed.
Both COURAGEOUS and INTREPID are still sailing and racing today in Newport, Rhode Island. INTREPID is available for charter and COURAGEOUS is privately owned.
1997 Was she donated by Leonard Greene to the Museum of Yachting, Newport, Rhode Island.
2002 Restoration took place by Hinckley Yacht Services in Portsmouth, USA. Then owned by The Courageous Foundation Ltd., Newport, R.I.
2005 Designated by the State of Rhode Island as a State Yacht.
2014 Still owned by Courageous Foundation and regular used for races.

Solomon Islands 1986 18c sg570a, scott573h. $1 sg570a scott
Dominica 1987 $5 sgMS1056, scott1018.
Gambia 1987 1b sg701, scott673.
http://en.wikipedia.org/wiki/Courageous_(yacht) http://www.12mrclass.com/yacht-search/d ... 05436.html Internet.

MARK TWAIN + steamboat

Acclaimed author and humorist Mark Twain is being honored by the U.S. Postal Service with the issuance of a commemorative Forever postage stamp in 2011.
Our literary tribute this year rightfully honors Mark Twain, author of one of the greatest novels in American literature and the man whom William Faulkner called ‘the first truly American writer,’ said Postal Service Board of Governors member James H. Bilbray. “Mark Twain was a rarity, as he was one of the first writers to exploit the vernacular voice in his books, using the speech of common Americans,” Bilbray said.
Joining Bilbray at the dedication ceremony will be Henry Sweets, curator for the Mark Twain Boyhood Home & Museum; Rachel Bringer, Circuit Judge, 10th Judicial Circuit, Hannibal MO; and David Martin, district manager, Gateway District, USPS.
Mark Twain (1835—1910), is the author of beloved works such as The Adventures of Tom Sawyer and A Connecticut Yankee in King Arthur's Court. His Adventures of Huckleberry Finn is widely considered one of the greatest novels in American literature. In this tale of an abused boy and a runaway slave who become friends while riding a raft down the Mississippi River, Twain addressed issues of race and racism in America with a frankness that is still startling more than a100 years later. Born Samuel Clemens, Mark Twain took his name from his time working as a riverboat pilot on the Mississippi.
The postage stamp portrait shows Twain as an older man; the steamboat in the background evokes a way of life along the Mississippi River that played a huge role in many of Twain’s works, as well as in his own life. Art director and stamp designer Phil Jordan collaborated with stamp artist Gregory Manchess, who based his portrait of Twain on a photograph taken around 1907.

USA 2011 Forever stamp sg?, scott? (the steamboat is not identified.)

http://about.usps.com/news/national-rel ... 11_076.htm

IMPOSSIBLE DREAM yacht

Three of the stamps feature young sailors who have already been successful in international events and are currently training for the Special Olympics in Athens this summer, which is the largest sporting event on Earth during 2011. 7,500 athletes from 185 nations will attend.
Sailability BVI is now a well-established program the object of which is to provide opportunities for young disabled persons to try their hand at sailing. It is affiliated to the Royal Yacht Association (RYA) in the UK and it was RYA Patron, HRH The Princess Royal, who opened the Watersports Centre in 2005.
The other three stamps feature Geoff Holt MBE, a quadriplegic, who was granted honorary “belonger” status in the BVI after he sailed across the Atlantic without assistance in 2010.
In presenting the stamps, Postmaster General Kevin Smith called Mr. Holt a symbol of tenacity and perseverance, and said he hopes the stamps would help inspire the people of the Virgin Islands to “make the seemingly impossible a reality”. In response, Geoff said he was pleased and humbled to be on a stamp, and joked that he thought it was an honour only granted to dead people. On two of the stamps, Mr. Holt is shown on his boat, IMPOSSIBLE DREAM. His trans-Atlantic journey ended in Cane Garden Bay, which was also where, in 1984, the injury that left him paralyzed from the chest down took place.
IMPOSIBLE DREAM a catamaran type sail yacht special built for the disabled which is wheelchair accessible.
Built by Multimarine Composites at Millbrook, U.K. for Mike Brown in 2003, the yacht was designed by Nic Bailey. Owned by the trust of the Charity Sporting Activities for the Disabled.
Launched as the IMPOSIBLE DREAM.
Displacement 29.7 ton, dim. 18.3 x 8.25 x 1.14m (draught).
Auxiliary powered by two 70hp Volvo diesels.
IMPOSSIBLE DREAM is unlike any other boat ever made. Built in the United Kingdom and designed by British architect Nic Bailey (co-architect of the famous London Eye), the cat was commissioned by Mike Browne, the founder of an outdoor clothing company who became a paraplegic after a skiing accident in 1998. It was later used as an adventure platform for British yachtsman Geoff Holt, who was paralyzed in a diving accident in 1984. Holt went on to circumnavigate the United Kingdom on the boat, and in 2010, he became the first disabled sailor to cross the Atlantic. Holt has moved on to bigger things and thanks to generous philanthropist Deborah Mellen, IMPOSSIBLE DREAM is now in Miami, where Horgan and his crew at “Shake-A-Leg” at Miami will use it for their own adventure: making impossible dreams possible.
2014 Same name and owners and still based in Miami.

British Virgin Islands 2011 50c and $1.00 sg?, scott? (the 5c,20c, 23c and 40c shows also yachts but are not identified.)

http://www.practical-sailor.com/blog/-11348-1.html Info from the BVI post website. Internet.

VOILE (SAIL)

For the sailing sport (I believe) this stamp was issued in 2011 by St Pierre et Miquelon, the two yachts are not identified. More info on the stamp issue is welcome.

St Pierre et Miquelon 2011 1.05 Euro sg?, scott?

SADKO tug

Russia issued in 2014 two stamps depicting crafts used for the oil and gas industries on the continental shelf of the country, one of this stamps depict the tug SADKO which is in use to assist the shipping in the port of Ust-Luga, 68 mile west of St Petersburg.
She was built as one of the Damen Group ASD 2810 tugs designed in the Netherlands and built on the Damen Shipyard Gdynia, Poland under yard no 511562 for the Future Link Shipping Co, Cyprus.
Launched as the SADKO, named after a Russian epical hero Sadko.
Tonnage 294 grt, 88 net, 160 dwt., dim. 27.90 x 10.43 x 4.60m, draught 3.70m.
Powered diesel electric by two Caterpillar diesel engines 3,132 hp, which power two MMASS type Azipod propellers speed 12.7 knots.
48.5 ton bollard pull.
08 May 2009 completed, homeport St. Petersburg, Russia.

2014 As given by http://www.equasis.org In service. Same owner, managed by Rosnefteflot, Moscow, IMO No 9521239.

Sovcomflot Press-Centre gives by the naming ceremony:
The naming ceremony for a new tug ordered by the Sovcomflot (SCF) Group, took place on 19 May 2009. The vessel forms part of Sovcomflot Group’s strategy to develop its terminals management business. This envisages, in particular, providing port, salvage and environmental protection vessels.
The ceremony was held at the Damen Shipyards Gdynia (Poland). It was attended by the Consul General of the Russian Federation in Gdansk Sergey Tuchkov, the Master of the Ust-Luga port Oleg Glukhov and representatives of SCF Group’s management team.
The new vessel is named after a Russian epical hero – Sadko.
The tug SADKO is the first in the series of ships, designed to facilitate the safe operation of tankers in the port of Ust-Luga. The second, similar tug – STAVR – will be delivered to SCF Group in August 2009. The tugs of the series will be registered in the Russian Maritime Register of Shipping, with St. Petersburg as their port of registry. The vessels will all fly the flag of the Russian Federation.
The new tug SADKO meets all the requirements of the relevant international conventions and the leading classification societies. The tug of the “Damen ASD Tug 2810” project is a modern, ice-classed (Arc 4), highly manoeuvrable tug of 3132 kW equipped with Azimuth thrusters and with a bollard pull of 48 tonnes. The vessel has been designed to operate in the climate conditions of the Gulf of Finland in the Baltic Sea. The tug is equipped with bow and stern towing winches and an external fire fighting system. It is capable of escorting large ocean-going tankers.
The SCF Group – is one of Russia’s largest infrastructural enterprises. Its fleet comprises 133 vessels of 9.5 million tonnes (dwt) in total, and the shipbuilding portfolio includes 28 ships of an aggregate deadweight of 2.7 million tonnes (dwt). The average age of vessel in the tanker fleet is six years (the world average age is 12 years). SCF Group is a world leader in the product carrier segment; it is the second in the Aframax tanker segment and owns the largest ice fleet. These market segments are the most in demand for Russia’s foreign trade. The Group’s services include not only transporting hydrocarbons for its customers, but also trans-shipping crude oil via FSO facilities and developing effective logistics for transporting energy. As part of its strategy to develop its oil terminal management business in Russia, Sovcomflot concluded a contract with the Leningrad Pella Shipyard (St. Petersburg) for the construction of four modern berthing tugs. The delivery of the first tug in this series is scheduled for November 2009.
Expansion of Russia’s salvage and specialised fleet by new modern vessels capable of enhancing the safety of navigation in sea ports is an important element of the implementation of goals envisaged by the sub-programme “Maritime transport” of the Federal task programme “Development of the transport system of the Russian Federation (in 2010 – 2015)”.

Russia 2014 15r sg?, scott? (stamp image supplied by Mr. Sitnikov with thanks.)

VITUS BERING icebreaker supply vessel

Built as a tug/icebreaker/supply vessel under yard No 506 by Arctech Helsinki Shipyard, Helsinki, Finland for Dafne Line Shipping Company Ltd, Limassol, Cyprus.
16 December 2010 ordered.
19 January 2012 laid down.
30 June 2012 launched as the VITUS BERING one sister the ALEKSEY CHIRIKOV.
Tonnage 7487 grt, 2,246 net, 4,158 dwt, dim. 99.90 x 22.08 x 11,00m, length bpp. 91,38m, draught 7.90m.
Powered diesel electric by 2 Wärtsilä 12V32 12,000 kW and 2 Wärtsilä 6L32 6,000 hp diesels, propelled by two ABB Azipod units 13,000 MW, speed 15 knots, when breaking 1.5m level ice speed 3 knots. Twin bow thrusters.
Capacity 700 m² deck cargo or 195 evacuees.
Accommodation for 50 persons.
21 December 2012 delivered to owners. Homeport Saint Petersburg, Russia. Building cost USA$100.

VITUS BERING (Russian: Витус Беринг) is a Russian icebreaking platform supply and standby vessel owned by Sovcomflot. Built by Arctech Helsinki Shipyard in Helsinki, Finland, she and her sister ship, ALEKSEY CHIRIKOV, were ordered on 16 December 2010, shortly after the joint venture agreement between STX Finland Cruise Oy and United Shipbuilding Corporation had been signed. Delivered to the owners on 21 December 2012, VITUS BERING will be used in the Arkutun-Dagi offshore oil field in the Sea of Okhotsk.
Construction
Only six days after the agreement for the formation of the company was signed between STX Finland Cruise Oy and United Shipbuilding Corporation on 10 December 2010, the newly founded Arctech Helsinki Shipyard received an order for two multipurpose icebreaking supply vessels from the Russian state-owned shipping company Sovcomflot. The value of the shipbuilding contract was US$200 million and the construction of the vessels would provide work for 1,000 man-years Initially, the ships were to be delivered to the customer together in April 2013, after which they would be used for standby, supply and ice management off Berkut, an offshore platform operated by Exxon Neftegas Limited in the Arkutun-Dagi offshore oil field in the Sea of Okhotsk.
Although the ship was assembled at Arctech Helsinki Shipyard, the majority of the steel blocks were manufactured by the Russian Vyborg Shipyard as the Hietalahti shipyard no longer has such production capacity. Only five of the 42 hull blocks for the two vessels were manufactured locally in Helsinki to ramp up the production while the remaining blocks were produced and partially outfitted in Vyborg and then brought to Helsinki on a barge for final outfitting, painting and hull assembly. The steel-cutting ceremony for the first vessel was held at Vyborg Shipyard on 6 July 2011 and production began in Helsinki in August 2011.
The keel laying ceremony of the first vessel was held on 19 January 2012 when the first block, a 353-ton midship section manufactured in Helsinki, was lowered to the shipyard's covered drydock. Vitus Bering was launched and floated out on 30 June 2012. The hull assembly of the second vessel began in July and she was launched on 23 November 2012, one day after the first vessel left for one week sea trials. VITUS BERING was delivered to Sovcomflot on 21 December 2012, four months ahead of the original schedule. From Helsinki, she headed for St. Petersburg, where the new vessel was visited by president Vladimir Putin on 10 January 2013.
The ship is named after the Russian explorer Vitus Bering, the first European to discover Alaska.[
Technical details
VITUS BERING is an upgraded version of SCF SAKHALIN. a similar icebreaking platform supply vessel built at Helsinki in 2005. Several modifications have been made to the original design, including adding a fourth main engine, but the hull form is nearly identical. The most noticeable external difference is the covered foredeck, which will protect the mooring equipment from icing.
VITUS BERING is 99.9 metres (328 ft) long overall. Her hull has a moulded breadth of 22.1 metres (73 ft) and depth of 11.00 metres (36.09 ft) to upper deck. When loaded to a draught of 7.90 metres (25.9 ft), the deadweight tonnage of the ship is 4,158 tons. The four Wärtsilä[16] diesel generating sets — two twelve-cylinder 12V32 and two six-cylinder 6L32 engines — have a combined output of 18,000 kW (24,000 hp) and provide power for all shipboard consumers, including two 6.5 MW ABB Azipod propulsion units. A double acting ship, VITUS BERING is designed to be able to break ice both ahead and astern. She is capable of operating in ice up to 1.7 metres (5.6 ft) thick and maintain a speed of 3 knots (5.6 km/h; 3.5 mph) in level ice with a thickness of 1.5 metres (4.9 ft).[18] Her ice class, assigned by the Russian Maritime Register of Shipping, is Icebreaker.
2014 In service and as given by http://www.equasis.org same owner, managed by Unicom Management Serv-Rus, St Petersburg, Russia, under Russian flag and registry, IMO No 9613549

Russia 2014 15r sg?, scott? (images supplied by Mr. Sitnikov, with thanks.)

Source: http://en.wikipedia.org/wiki/Vitus_Bering_(icebreaker)

CENK CAR

2014 Ukraine issued a mint sheet for “beautiful Odessa Region” of which the 5.70 uah depict the entrance of the port of Illichivsk with a ro-ro vehicle carrier, which is identified by Mr. Sitnikov as the CENK CAR.
Built as a ro-ro vehicle carrier under yard No 800 by Hyunday Heavy Industries, Ulsan South Korea for Hyundai Merchant Marine Co., South Korea.
Launched as the KEUM GANG.
Tonnage 7,314 grt, 2,874 net, 2,674 dwt. Dim. 95 x 17.01 x 8.51m., draught 5.02m.
Powered by one Hanshin/Ssangyong 6-cyl. diesel engine, 3,315 hp, one shaft, speed 13.5 knots.
Passenger accommodation 15 persons.
March 1986 delivered to owners.

2000 Sold to Cisco Line Ltd., Malta and renamed AFRICAN CHALLENGER.
2003 Sold to Cisco-Saco Line-Malta Ltd., Malta renamed in SILVER SUN.
2005 Sold to Pantanal Marine Co. Ltd., Malta and renamed ROYAL RAY.
2008 Sold to Cenk Group Ltd., Derince, Turkey and renamed CENK CAR, Under Malta flag and registry.
2014 As given by http://www.equasis.org same owner managed by Marmara Denizcilik AS, Derince, Turkey, Under Malta flag and registry, IMO No. 8611984.

Ukraine 2014 5.70 uah sg?, scott? (images supplied with thanks by Mr. Sitnikov.)

Source: http://www.miramarshipindex.org Marine News and various internet sites.
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QUEST.

The full index of our ship stamp archive

QUEST.

Postby shipstamps » Fri Nov 21, 2008 3:59 pm


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Built as a wooden hulled seal catcher by the yard of Erik Linstøls Båtbyggeri at Risor, Norway for Andr. Ingebrigtsen, Høvik near Oslo.
Launched under the name FOCA I (fishery No. K-13-K)
Tonnage 204 ton gross, 126 net, dim. 111.4 x 24.9 x 14ft. (draught)
Powered by 2-cyl. steam engines of 17nhp.

March 1921 sold to Sir Ernest Shackleton after he made a short visit to Norway, she was renamed QUEST.
Shackleton would use the vessel for his expedition to the Antarctic, but she was not so suitable for the voyage, small and straight stemmed, with an awkward square rig on her mainmast. He engines were too weak, and her boilers found at sea cracked. In all ports of call she needed repairs.
17 September 1921 she sailed from the St Katharine’s Dock in London under command of Capt. Worsley.
The QUEST made calls at Lisbon, Madeira, Cape Verde and Rio de Janeiro, at Rio de Janeiro Shackleton did have a heart attack, but when the ships doctor Macklin want to make an examination, he refused, but the doctor could see that he had a heart problem.
After sailing from Rio de Janeiro bound for South Georgia, Shackleton mentally changed he seemed unnaturally listless, always the leader and full of ideas, now he had not any plans and it seemed that he had turned to the past.
04 January 1922 she arrived off South Georgia and anchored off the whaling station of Grytviken.
Early in the morning of 5 January Dr. Macklin was called to Shackleton bunk and he found him with an other heart attack, not much he could do and a few minutes later Shackleton died.

(On this expedition Shackleton was appointed an Agent of the Post Master General for this expedition, and provided with one hundred pounds worth of British postage stamps, a circular date stamp and a trio of rectangular hand-stamps of a size to fit over a pair of stamps, for three of the countries they were expected to visit; namely Tristan da Cunha, Cough Island and Enderby Land.) as given in Log Book 1983 Vol 13 page 311.

After Shackleton death, his body was send back to England for burial, but when his wife Emily got the message of his death, she decided that her husband should be buried on South Georgia.
After arrival of Shackleton’s body at Montevideo, it was send back to South Georgia. And there his body was laid to rest on 05 March 1922 in the Norwegian cemetery.

After Shackleton died, the QUEST carried on, under Wild’s command, but he was not a leader and without Shackleton he was lost, he started drinking heavily; he had never done before on sea.
Before the QUEST sailed home in June, Wild took her to Elephant Island.
16 September 1922 she arrived in Portsmouth.

1923 Sold to to W.G Oliffe, Cowes.
March 1924 sold to Schjelderups Sælfangstrederi A/S ( Capt. Thomas Schjelderup), Skånland Bø (fishery No N-94-BN). In use as a seal catcher in the Arctic, and probably as fishing vessel in between catching seasons.

1929 Took part in the search for Amundsen and Major Gilbaud who disappeared in a hydroplane in the Arctic, while searching for General Nobile and the aircrew of the airship ITALIA.
1930/31 Deployed by H.G. Watkins in the British Air Route Expedition, the QUEST surveyed some coastal waters of Greenland
1935 Chosen to transport the Anglo-Danish expedition of Lawrence Wager and Augustine Courtauld, to Greenland, a summer expedition based at Kangerlussuag, Greenland. The QUEST returned from Kangerlussuaq on 29 August 1935, she left 7 expedition members behind who were to continue work.

1936/37 Count Gaston Micard chartered the QUEST, under command of Capt. Ludolf Schelderup, for an expedition to East Greenland; the expedition overwintered at the mouth of Loch Fyne (74N).
During the overwintering the crew of the QUEST caught 162 fox.
End July 1937 the QUEST returned to Europe making calls at Scoresbysund and Ammassalik.

January 1939 sold to Skips-A/S Quest (Ivar Austad, Tromsø) (fishery No T-24-T.
A 4-cyl 2tv Wichmann diesel engine was installed, 350 bhp.
Still used as a seal catcher, and probably in regular fishing in between seasons.

When war broke out in Norway in April 1940 she was catching seals near New Foundland, and she came under Notraship control.
Upon hearing of the German invasion in Norway she proceeded to St John’s.
November 1940 hired by the Royal Navy, as a minesweeper in the West Indies/Caribbean.
July 1941 handed back to Notraship.

March 1942 she was scheduled for convoy SC 76 from Halifax, but she did not sail.
April 1942 requisitioned by Den Konglige Norske Marine (Royal Norwegian Navy). Intended for use in Operation “Fritham 2” at Spitsbergen, Svalbard in May that year, but this was cancelled.
Then she shows up in convoy SC 83 which sails from Halifax in May 1942.

September 1942 returned to Nortraship.
21 June 1943 hired by the Royal Navy as water carrier, till 1945.

10 October 1945 laid up.
19 July 1946 returned to owner.

05 May 1962 while catching seal off the north coast of Labrador, she sprang a leak and sank due to ice.
The crew was rescued by the Norwegian seal catchers NORVARG, POLARFART, POLARSIRKEL and KVITFJELL.

Ascension 1972 4 and 4½p sg 160/1, scott 161/2
South Georgia 1972 20p sg 35, scott 34
Tristan da Cunha 1971 1½p sg 149, scott 153.

Source: Mostly copied from http://www.warsailors.com/freefleet/norfleetpq.html Shackleton by Roland Huntford. Ships of the Royal Navy Vol. II by Colledge. Log Book. Some other web-sites.
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Re: QUEST.

Postby hindle » Sun Jun 06, 2010 1:49 pm

The Quest was suffering from a bent and misaligned propshaft, which caused a lot of engine problems, hence the many stops en route.

When Shackleton died, Len Hussey injected ether into his heart in a vain attempt to revive him.

Richard A. Hindle.
hindle
 

Re: QUEST.

Postby aukepalmhof » Tue Apr 02, 2013 7:38 pm

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Shackleton-Rowett Expedition (1921-22) was the last to be led by Sir Ernest Shackleton. It was sponsored by Mr. John Quiller Rowett and ultimately was led by Captain [Commander] Frank Wild. The three were photographed in 1921 looking out from the bridge of the QUEST when they paid a visit to Southampton to supervise the fitting out of the ship prior to the expedition. The 45p stamps are based on this photograph in an unusual Triptych format.
The expedition proposed an ambitious two year programme of Antarctic exploration but before any work had begun Shackleton tragically died aboard ship on 5th January. The QUEST had only just arrived at South Georgia and on 4th January anchored off Grytviken, where Shackleton went ashore to visit the old whaling establishment once again. Returning to QUEST he retired to his cabin to write what was to be the final entry in his diary. “It is a strange and curious place” he wrote. “A wonderful evening. In the darkening twilight I saw a lone star hover: gem like above the bay”.
The expedition had numerous objectives including a circumnavigation of the Antarctic continent and the mapping of 2,000 miles of uncharted coastline, a search for wrongly charted sub-Antarctic islands and investigations into the possible mineral resources in these lands and an ambitious scientific research programme. It was unrealistic for so few men to achieve all of these objectives within two years. There was no single main goal other than perhaps Shackleton’s wish to return south once more.
Shackleton himself referred to the expedition as pioneering. There was an aircraft (that ultimately was not used) and all manner of new gadgets including a heated crow’s nest and overalls for the lookouts, a wireless set, an odograph that could trace and chart the ship’s route automatically, a deep-sea sounding machine and a great deal of photographic equipment.
Such gadgets were made possible by the sponsorship of the businessman John Quiller Rowett. Having made a fortune in the spirits industry Rowett had a desire to do more than simply make money. Following the First World War he was a notable contributor to several charitable causes. He was also a school-friend of Shackleton’s at Dulwich College and he undertook to cover the entire costs of the expedition. According to Wild, without Rowett’s generosity the expedition would have been impossible: “His generous attitude is the more remarkable in that he knew there was no prospect of financial return, and what he did was in the interest of scientific research and from friendship with Shackleton.” His only recognition was the attachment of his name to the title of the expedition. Sadly in 1924, aged 50, Rowett took his own life believing his business fortunes to be in decline.
After the death of Shackleton, Frank Wild took over as expedition leader and chose to proceed in accordance with Shackleton’s plans. The QUEST, shown on the 50p stamps leaving London, at Ascension and in Ice, was the smallest ship to ever attempt to penetrate the Antarctic ice and despite several attempts the most southerly latitude attained was 69°17′s. The ship returned to South Georgia at the onset of winter. QUEST remained in South Georgia for a month, during which time Shackleton’s old comrades erected a memorial cairn to their former leader, on a headland overlooking the entrance to Grytviken harbour.
QUEST finally sailed for South Africa on 8th May where the crew enjoyed the hospitality of the Prime Minister, Jan Smuts, and many local organizations. They also met Rowett’s agent with a message that they should return to England rather than continuing for a second year. Their final visits were to St Helena, Ascension Island and St Vincent.
In the end the expedition achieved little of real significance. The lack of a clearly defined objective combined with the failure to call at Cape Town on the way south to collect important equipment (including parts for the aeroplane) added to the serious blow of Shackleton’s death, which ultimately overshadowed the expedition’s achievements.
The expedition has been referred to as the final expedition of the heroic age of Antarctic exploration. Those that followed were of a different nature and belonged to the mechanical age.
Ascension Island 2012 45p/50p sg?, scott?
Source: http://www.stampland.net/?p=7765#more-7765

£1.50p – Dr Alexander Macklin and “Quest
Alexander Macklin was born in India in 1889, the son of a Doctor and he was of course to follow in his father’s footsteps.
Soon after qualifying he applied to join Shackleton’s Imperial Transantarctic Expedition and was accepted as one of two doctors. As well as his surgeon’s duties he was put in charge of the ship’s dogs and was also assigned a team of sledge dogs to drive.
The skills of the two surgeons were put to the test with a range of ailments including Gangrene, Heart Problems and at least one Nervous Breakdown as well as the more mundane problems that would affect all of those living in difficult circumstances in freezing weather on Elephant Island for so long.
On return to England, Macklin joined the army as an officer in the Medical Corps serving in France and Russia during the First World War. He won the Military Cross (M.C.) for bravery in tending the wounded under fire and later joined Shackleton in Russia in the fight against the Bolsheviks.
Shackleton invited Macklin to join him again for the Quest expedition in 1922 as the ship’s surgeon together with a number of fellow crewmen from the earlier expedition. On Shackleton’s death at South Georgia, it fell to Macklin to prepare the body for transport to South America and then for burial on South Georgia.
Although some members of the crew left the Quest following the death of Shackleton, the bulk of the crew took the vessel back to the UK and on the morning of 19th May 1922, the Quest was spotted off the coast of Tristan da Cunha.
Many of the crew visited Edinburgh of the Seven Seas and Dr Macklin stayed in the cottage of Bob Glass although he was later to record that he had a problem with a “small army of marauders” which kept him awake. Macklin, who was in charge of stores arranged to leave a large amount of stores behind prior to the departure of the Quest six days later.
In 1926 Macklin established a medical practice in Dundee, Scotland where he would work for the next 21 years. During World War II, he served in the Medical Corps in East Africa as a Lieutenant Colonel and died on 21 March1967.
Tristan da Cunha 2014 £1.50 sg?, scott?
Source: Tristan da Cunha post web-site
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