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. Full membership 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.

SANDHAYAK INS J-18

Built in 1980-'81 by Garden Reach Shipbuilders & Engineers, Goa Shipyard Ltd.
Survey ship, Displecment:1929 tonnes, L:87,80m. B:12,80m. Draft:3,43m. 2 diesel engines:7720 hp. 16 kn. complement:178, armament:1-40mm./60 gun, helicopter deck.

The Sandhayak class of survey ships is a serie of eight vessels built by Garden Reach Shipbuilders and Engineers (GRSE), Kolkata and Goa Shipyard, Ltd., Vasco for the Indian Navy. The vessels are powered by two diesel engines and have a top speed of 16 knots.
Sandhayak-class survey ships are equipped with a range of surveying, navigational and communication systems. The ships are designed to undertake shallow coastal and deep oceanic hydrographic survey and collect oceanographic and geophysical data required for the production of digital navigational charts and publications. Besides carrying out their primary role of hydrographic survey, they can also assist in times of war and natural calamities as troop transports and casualty holding ships.
(India 2006, 5 R. StG.?) ship on the left.
Internet

SPIRIT OF HELA LNG tanker

The ship serves on the ExxonMobil-led PNG LNG Project, Papua New Guinea’s first project to liquefy and export natural gas. On May 25, 2014, the vessel loaded the first LNG cargo at a terminal near the capital city Port Moresby, then departed for the Futtsu Terminal of Tokyo Electric Power Company. The cargo was discharged safely the next month.

The SPIRIT OF HELA will support Papua New Guinea’s move into the LNG export market for many years. The introduction of postage stamps featuring the ship clearly reflects the national importance of this project.
Built as a Liquid Natural Gas (LNG) tanker under yard No 324 by Hyundai Samho Heavy Industries Co. Ltd., Jeollanam-do, South Korea for Nefertiti LNG Shipping Co.Ltd, Tokyo, Japan.
Launched as the BEN BADIS.
Tonnage: 114,277 grt, 34,283 nrt, 87,130 dwt., dim. 298.43 x 46 x 25.8m, length bpp.285m, draught 13 m.
Tank capacity: 177,409 m³.
Powered, diesel electric, manufactured by Converteam Ltd, Rugby, GBR. 29,040 kW (39,456hp), (2) Electrical propulsion 14,520 kW, one shaft, speed 19.5 knots.
Bunker capacity 7.585 m³.
05 November 2010 delivered to owners. Under Bahamas flag and registry.

April 2014 renamed in SPIRIT OF HELA.
2015 Same name, owner and in service, IMO No 9361639, managed by Mitsui Osk Lines Ltd, Tokyo

Papua New Guinea 2014 4 stamps and two souvenir sheets. Sg?, scott?
Source: Internet, Bureau Veritas.

Tennessee USS (Armored Cruiser ACR-10) 1906

The second USS Tennessee (ACR-10), also referred to "Armored Cruiser No. 10", and later renamed Memphis and renumbered CA-10, was a United States Navy armored cruiser, the lead ship of her class of four. She had a very unusual end.

She was laid down by the Cramp Shipbuilding Company, Philadelphia, Pennsylvania on 20 June 1903, launched on 3 December 1904, sponsored by Ms. Annie K. Frazier (daughter of Governor James B. Frazier of Tennessee and later the foundress of the Society of Sponsors of the United States Navy), and commissioned at thePhiladelphia Navy Yard on 17 July 1906, Captain Albert Gleaves Berry in command.

The new armored cruiser departed Hampton Roads on 8 November 1906 as escort for Louisiana in which President Theodore Roosevelt had embarked for a cruise to Panama to check on the progress of work constructing the Panama Canal. After a brief visit to Puerto Rico on the return voyage, the warships arrived back at Hampton Roads on 26 November. Tennessee was present for the Jamestown Exposition held in 1907 to commemorate the tricentennial of the founding of the first English settlement in America.

On 14 June, Tennessee sailed for Europe and reached Royan, France on the 23rd for duty with the Special Service Squadron. She returned home in August but departed Hampton Roads on 12 October for the Pacific.

Tennessee then patrolled off the California coast until 24 August 1908 but suffered a boiler tube explosion on 5 June, which killed seven men, while steaming at full speed. The explosion occurred just after the rear admiral in charge of the squadron had visited on a tour of inspection; had the explosion taken place a few minutes earlier, he might have been among the casualties. Since the ship's 16 boilers were sub-divided into separate watertight compartments, the rest of the engineering section was not affected. Once repairs had been made and her tour had ended, Tennessee sailed for Samoa, arriving at Pago Pago on 23 September to resume service with the Pacific Fleet. On 15 May 1910, she arrived at Bahía Blanca to represent the United States at the centenary celebration of the independence of Argentina. On 8 November, the armored cruiser departed Portsmouth, New Hampshire, and proceeded to Charleston, South Carolina, to embark President William Howard Taft for a round trip voyage to Panama to inspect further progress on the canal. She returned to Hampton Roads on 22 November and then engaged in battle practice off the Virginia coast into February 1911. Following a Mardi Gras visit to New Orleans and a visit to New York early in March, the ship steamed to Cuban waters for two months of operations out of Guantanamo Bay.

Placed in reserve at the Portsmouth Navy Yard on 15 June 1911, she remained on the east coast for 18 months before departing Philadelphia on 12 November 1912 for the Mediterranean. Arriving off İzmir, Turkey on 1 December, she remained there protecting American citizens and property during the First Balkan War until 3 May 1913, when she headed home. After reaching Hampton Roads on the 23rd, Tennessee operated on the East Coast until entering the Atlantic Reserve Fleet at Philadelphia on 23 October. On 2 May 1914, she became receiving ship at the New York Navy Yard.

On 6 August, Tennessee sailed from New York for duty in Europe through the first half of 1915 supporting the American Relief Expedition by carrying gold bullion and other resources to assist in the extraction of American refugees from war-ravaged Europe. In August, she transported the 1st Regiment, Marine Expeditionary Force, and the Marine Artillery Battalion to Haiti. From 28 January-24 February 1916, the cruiser served as flagship of a cruiser squadron off Port-au-Prince, Haiti. In March, she embarked a group of dignitaries at Hampton Roads for a two-month, round trip cruise to Montevideo, Uruguay.

On 25 May, Tennessee was renamed Memphis, honoring a city of Tennessee, so that the name "Tennessee" could be reassigned to a new warship, Battleship No. 43. Third USS Tennessee.

See topic: “Tennessee USS (1919)”

In July 1916, under the command of Captain Edward L. Beach, Sr., she got underway for the Caribbean arriving at Santo Domingo on 23 July for peace-keeping patrol off the rebellion-torn Dominican Republic.

Memphis was at anchor .5 nmi off a rocky beach in 45 ft (14 m) of water in the harbor of Santo Domingo on the afternoon of 29 August 1916 with two of her 16 boilers operating in case she needed to get underway; the gunboat USS Castine also was anchored in the harbor. Shortly after 12:00, Memphis began to roll heavily and Captain Beach observed an unexpected heavy swell developing. Memphis and Castine both made preparations to leave the harbor and began to raise steam; Memphis expected to be able to get underway at about 16:35.

Conditions in the harbor had deteriorated badly by 15:45, when Memphis sighted an approaching 75 ft (23 m) wave of yellow water stretching along the entire horizon. By 16:00, the wave was closer, had turned ochre in color, and had reached about 100 ft (30 m) in height; at the same time, Memphis was rolling 45°, so heavily that large amounts of water cascaded into the ship via her gun ports and water even was entering the ship via ventilators 50 ft (15 m) above the waterline. By 16:25, water began to enter the ship via her funnels, 70 ft (21 m) above the waterline, putting out the fires in her boilers and preventing her from raising enough steam to get underway. She began to strike the rocky harbor bottom at 16:40, damaging her propellers just as she was raising enough steam to begin moving, and her engines lost steam pressure. At about this time, the giant wave Memphis had seen approaching over the past hour arrived; she rolled into a deep trough and was struck immediately by what proved to be three very large waves in rapid succession, the highest of them estimated by the crew to have been 70 ft (21 m) in height, completely swamping her except for her highest points, and washing crewmen overboard. The waves rolled her heavily, caused her to strike the harbor bottom, then pushed her to the beach .5 nmi away. By 17:00, she had been driven under cliffs along the coast of the harbor and was resting on the harbor bottom. She was battered into a complete wreck in 90 minutes.Castine, meanwhile, managed to reach safer waters by getting underway and putting to sea through the large waves, although damaged by them and at times in danger of capsizing.

Memphis 's casualties, including a boatload of her sailors returning from shore leave, numbered some 40 men dead or missing and 204 badly injured. Due to their heroic actions during this incident, Chief Machinist's Mate George William Rud, Lieutenant Claud Ashton Jones, and Machinist Charles H. Willey were awarded the Medal of Honor.


In his 1966 account of the incident, The Wreck of the Memphis, Captain Beach 's son, Edward L. Beach, Jr., ascribed her loss to an unexpected tsunami exceeding 100 ft (30 m) in height, and this explanation has been carried forward by most sources discussing her loss. More recent research, however, has called this explanation into question. No record of any seismic event in the Caribbean on 29 August 1916 that could have triggered a tsunami has been found, and the rate of advance of the large wave Memphis reported — about an hour to cross the distance from the horizon to the ship — matches that of a wind-generated ocean wave (possibly a rogue wave); a tsunami, in contrast, would have covered the distance in only a few minutes. The periods of the three large waves that struck Memphis also are characteristic of large wind-generated waves rather than tsunamis.

A likely source for such large, wind-generated waves in Santo Domingo Harbor on 29 August 1916 does exist, in that three hurricanes...

Antão Gonçalves and Dinis Dias

ANTAN GONSALVE 1441:
Antão Gonçalves(on stamp to the left) was a 15th-century Portuguese explorer and slave trader who was the first European to buy Africans as slaves from black slave traders. In 1441, Gonçalves was sent by Henry the Navigator to explore the West African coast in an expedition under the command of Nuno Tristão . As Gonçalves was considerably younger than Tristão, his duty was less exploration than it was hunting the Mediterranean monk seals that inhabit West Africa. After he had filled his small vessel with seal skins, Gonçalves, on his own initiative, decided to buy some Africans to return to Portugal. With nine of his crewmen, Gonçalves bought an Azenegue Berber and a black tribesman who had worked as a slave for the Berbers. By this time, Tristão had arrived at the same place, and the two crews joined together for another purchasing trip, on which they bought 10 slaves, one of them an Azenegue chief. After this, Tristão continued exploration southwards while Gonçalves returned to Portugal. He embarked on another expedition in 1442, taking the Azenegue chief he had bought the year before. Gonçalves hoped to barter the chief for a number of the Azenegues' black slaves. He received 10 slaves, some gold dust and, curiously, a large number of ostrich eggs. However, this expedition contributed nothing to the cause of exploration; Gonçalves had not even sailed past the Río de Oro . He was granted a new Coat of Arms for his name. Not to be mistaken with another Antão Gonçalves, who coasted the Island of Madagascar at the beginnings of the 16th century.
DINIS DIAS 1445(Сape Verde):
Dinis Dias (on stamp to the right) was a Portuguese explorer of the 15th century. In 1445, Diaz, belonging to the well-known seaside family started to drive vehicles in his old age, and decided to do research because "he does not want to live in peace prosperity soft" and "wants to see and hear more than others" .He went out of Portugal and sailed along the West African coast, sailed past the mouth r.Senegal, set a new record, reaching a point about 800 km south of Cap Blanc. It is the westernmost part of the African continent, cape issued far out to sea and was overgrown with trees, he called Cap-Vert (Diaz called it Cape Verde, "Verde" by Portuguese "green", a reference to the lush vegetation in the area). Note that Diaz did not find the Cape Verde Islands, and in fact the Cape. He landed on both hills crowning the cape, set wooden crosses. The success of this expedition was possible because Diaz focused on exploration, rather than slaves, who were many Portuguese sailors in Africa, while in the spotlight. One expedition returns to Portugal with dozens of slaves, Diaz also only took four prisoners. Later that year, Dias sailed with the explorer Lançarote de Freitas in a large scale slaving expedition to Arguim . Medal - Portuguese navigator Dinis Dias- Vasco Berardo -1973-74.

Cabo Verde 1952;3,0e;SG352.
Source:http://en.wikipedia.org/wiki/Antão_Gonçalves. http://en.wikipedia.org/wiki/Dinis_Dias

João Fernandes and Afonso Baldaia

JOAO FERNANDES (explorer)1445:
João Fernandes(on stamp to the right) was a Portuguese explorer of the 15th century. He was perhaps the earliest of modern explorers in the upland of West Africa , and a pioneer of the European slave - and gold -trade of Guinea .
We first hear of him (before 1445) as a captive of the Barbary Moors in the western Mediterranean ; while among these he acquired a knowledge of Arabic , and probably conceived the design of exploration in the interior of the continent whose coasts the Portuguese were now unveiling.
In 1445 he volunteered to stay in Western Africa and gather what information he could for Prince Henry the Navigator ; with this object he accompanied Antão Gonçalves to the "River of Gold" (Rio d'Ouro, Río de Oro ), in Western Sahara , where he landed and went inland with some native shepherds. As a volunteer he met Prince Chappell and his father Evan Chappell.
He stayed seven months in the country and was then taken off again by Gonçalves at a point farther South the coast, near the "Cape of Ransom" (Cape Mirik or Timiris, current Mauritania ); and his account of his experiences proved of great interest and value, not only as to the natural features, climate, fauna and flora of the south-western Sahara , but also as to the racial affinities, language, script, religion, nomad habits, and trade of its inhabitants. These people maintained a certain trade in slaves, gold, etc., with the Barbary coast (especially with Tunis ), and classed as "Arabs," "Berbers," and "Tawny Moors" did not then write or speak Arabic.
In 1446 and 1447 Fernandes accompanied other expeditions to the Rio d'Ouro and other parts of West Africa in the service of Prince Henry. He was personally known to Gomes Eannes de Azurara , the historian of this early period of Portuguese expansion; and from Azurara's language it is clear that Fernandes' revelation of unknown lands and races was fully appreciated at home.
AFONSO GONSALVES BALDAIA(Navigator) 1435: Afonso Gonçalves Baldaia(on stamp to the left) was the 15th century Portuguese sailors and explorers, who was born in Porto. In 1435 he was captain of one of the two ships that crossed the Tropic of Cancer, it was written that it was done for the first time the Europeans, after the Phoenicians in 813 BC. In 1435g together with Gil Eanis hem was sent with caravel, butler Prince Afonso Baldaya.50lig after Cape Bohador they reached the bay, called Angra de los Ruyvos.Here they saw traces of people and camels.At once could find their place of residence. In 1436g Baldаiа crossed the Tropic of Cancer and moved to the south, suggesting find the river, through which Arab merchants carried the Golden articles.When he reached to narrow bay he called his mistake "Rio de Oro" – “River of Gold”.Now here Sisnoros village Villa. Balde was carrying with him horses, on which made its first foray into the village natives to capture slaves. (More to see: viewtopic.php?f=2&t=14304&sid=e6…).
Cabo Verde 1952;5,0e;SG353. Source: http://en.wikipedia.org/wiki/João_Fernandes. W.Kramer: Neue Horizonte.Leipzig. 1997.

Nuno Tristão 1441(Cape Blanko;River Senegal)

Nuno Tristão was a 15th-century Portuguese explorer and slave trader, active in the early 1440s, traditionally thought to be the first European to reach the region of Guinea (legendarily, as far as Guinea-Bissau , but more recent historians believe he did not go beyond the Gambia River ).
Nuno Tristão was a knight of the household of Henry the Navigator . In 1441, Tristão was dispatched by Henry in one of the first prototypes of the lateen -rigged caravel to explore the West African coast beyond Cape Barbas , the furthest point reached by Henry's last captain five years earlier ( Afonso Gonçalves Baldaia , in 1436). Around Rio de Oro , Tristão met up with the ship of Antão Gonçalves , who had been sent on a separate mission by Henry that same year to hunt monk seals that basked on those shores. But Gonçalves happened to capture a solitary young camel-driver, the first native encountered by the Portuguese since the expeditions began in the 1420s. Nuno Tristão, who carried on board one of Henry's Moorish servants to act as an interpreter , interrogated Gonçalves's captive camel-driver. Tristão and Gonçalves were led by his information to a small Sanhaja Berber fishing camp nearby. The Portuguese attacked the fishermen, taking some ten captives, the first African slaves taken by the Portuguese back to Europe. Gonçalves returned to Portugal immediately after the slave raid, but Nuno Tristão continued south, reaching as far as Cape Blanc ( Cabo Branco ), before turning back.
In 1443, Nuno Tristão was sent out by Henry again, and pressed beyond Cape Blanc to reach the Bay of Arguin . On Arguin island , Tristão encountered a Sanhaja Berber village, the first permanent settlement seen by Henry's captains on the West African coast. Tristão immediately attacked it, taking some fourteen villagers captive and returned to Portugal with his captives. Tristão's report of easy and profitable slave-raiding grounds in the Arguin banks prompted numerous Portuguese merchants and adventurers to apply to Henry for a slave-trading license. Between 1444 and 1446 several dozen Portuguese ships set out for slave raids around Arguin Bay.
As fishing settlements around the Arguin banks were quickly devastated by the Portuguese slave raiders, in 1445 (or possibly 1444), Nuno Tristão was sent by Henry to press further south and look for new slave-raiding grounds. Tristão reached as far south as borderlands of Senegal , where the Sahara desert ends and forest begins, and the coastal population changed from 'tawny' Sanhaja Berbers to 'black' Wolofs . Tristão is believed to have reached as far as the Ponta da Berberia ( Langue de Barbarie ), just short of the entrance to the Senegal River . Bad weather prevented his entering the river or landing there, so he set sail back. On the way home, Tristão stopped by the Arguin banks and took another 21 Berbers captive.
Nuno Tristão arrived in Portugal declaring he had finally discovered sub-Saharan Africa , or in the nomenclature of the time, the "Land of the Blacks" ( Terra dos Guineus , or simply Guinea ). Portuguese slave raiders immediately descended on the Senegalese coast, but finding alert and better-armed natives on that coast, the slave raids were not nearly as easy nor as profitable as they had hoped.

In 1446 (or perhaps 1445 or 1447, date uncertain), Nuno Tristão set out on his fourth (and final) trip down the West African coast. Somewhere south of Cap Vert , Tristão came across the mouth of a large river. Tristão took 22 sailors with him on a launch upriver, to search for a settlement to raid. But the launch was ambushed by thirteen native canoes with some 80 armed men. Quickly surrounded, Nuno Tristão, along with most of his crew, was killed on the spot by poisioned arrows (two might have escaped). [ 2 ] Tristão's caravel, reduced to a crew composed of clerk Aires Tinoco and four grumetes (' ship boys '), immediately set sail back to Portugal.
Nuno Tristão was traditionally credited as the 'discoverer' of Portuguese Guinea (modern Guinea-Bissau), and even said to have been the first European to set foot on the landmass of what is now the modern city of Bissau . If true, then Nuno Tristão's last journey was an enormous leap beyond the previous Portuguese milestone ( Cabo dos Mastos , Cape Naze , Senegal).
However, modern historians, drawing from larger evidence (including the accounts of Diogo Gomes and Cadamosto ), have generally dismissed this claim and now generally agree that Nuno Tristão only reached as far as the Sine-Saloum delta, still in Senegal, just a few miles south of Cape of Masts (Cape Naze) or, at their most generous, the Gambia River . The death of Nuno Tristão, Henry's favorite captain, was the beginning of the end of this wave of Henry's expeditions. Another set of ships would be still go out the next year, but would also take significant casualties, and as a result, Portuguese expeditions were temporarily suspended. Henry the Navigator did not dispatch another expedition to the West African coast again until a decade later ( Cadamosto in 1455).
1987 Portuguese escudo coin depicting Nuno Tristão's journey to the Gambia River ( sic ) in 1446.
Portugal 1991;60,0;SG?
Source: en.wikipedia.org/wiki/Nuno_Tristão
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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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