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.

MARQUETTE

New Zealand’s first hospital chapel was built in 1927-28 in the grounds of Christchurch Hospital to commemorate the sinking of the troopship MARQUETTE. This stamp shows part of a stained-glass window within the chapel depicting a First World War nurse above the ship. Beside her a Second World War nurse is shown above the pyramids of Egypt.
This window was designed to commemorate the contribution and sacrifice of nurses who served in the First and Second World Wars. It includes references to nurses in uniforms of the times and seven nursing medals. The WWI nurses are seen with a representation of the MARQUETTE in the Aegean while the WWII nurses are depicted in Egypt and the Middle East with association to the pyramids.
MARQUTTE: Built as a passenger-cargo vessel under yard No 373 by A. Stephen& Sons at Linthouse near Glasgow for Wilson & Furness, London.
25 November 1897 launched as the BOADICEA.
Tonnage 7,057 gross, 4,441 net, dim. 149.96 x 15.91 x 9.54m., length bpp. 148.3.
Powered by one 3-cyl.triple expansion steam engine, manufactured by builder, 770 nhp, speed 14 knots.
Bunker coal capacity 1,100 tons.
Accommodation for 120 passenger’s first class.
January 1898 completed.
15 January 1898 made her maiden voyage from Glasgow to New York, then back to London.
18 February 1898 first voyage from London to New York. 7 July 1898 made her last voyage for the company in this service.
1898 Bought by Atlantic Transport Line, and in the service between London across the North Atlantic to New York.
11 August 1898 her first voyage for her new owners still under the name BOADICEA for one round voyage before renamed MARQUETTE on 15 September 1898.
February 1901 she lost two blades of her screw, but was able to reach her destination with only two blades.
May 1903 in the English Channel during fog she came in collision with the PREUSSEN, and had to call Southampton for repair.
24 March 1904 last voyage London to New York.
Chartered September 1905 by the Red Star Line for the service between Antwerp and Philadelphia, her accommodation downgraded to second class.
August 1914 made her last voyage for the Red Star Line from Antwerp to Boston and Philadelphia.
03 September 1914 resumed London to New York service for the Atlantic Transport Line.
30 December 1914 made her last voyage in this service.
Was then chartered as a transport by the British Government.
19 October 1915 sailed from Alexandria bound for Salonika under command of Captain John Bell Findlay with on board 95 crew, 6 Egyptians, 36 New Zealand nurses’ 12 officers and 143 other ranks of the No 1 Stationary Hospital and the Ammunition Column of the British 29th Division of 449 men. There were also 491 mules and 50 horses on board and ammunition.
The Marquette was escorted by the French destroyer TIRAILLEUR, but she left just before the attack.
23 October she was sighted by the German U-35 under command of Lt. Cdr. Waldemar Kophamel in a position 36 miles South of Salonika. The MARQUETTE with a speed of 9 knots was torpedoed on 09.15 a.m. and sank after 13 minutes after the torpedo struck, killing 29 crew, 10 nurses and 128 troops.
A naval Court of Enquiry was held on the protected cruiser HMS TALBOT in Salonica Harbour on 26 October. The report, dated 3 November, found that no-one was at fault.

More on the sinking you can find on the URL’s below.
http://www.rootsweb.ancestry.com/~nzlsc ... quette.htm http://paperspast.natlib.govt.nz/cgi-bi ... 160104.2.6 http://www.cnmc.org.nz/chapelwindhttp:/ ... ette_(1897)ows.htm

New Zealand 2015 80c Sg?, scott?
Source: Wikipedia. Dictionary of Disasters at Sea during the age of Steam 1824-1962. North Atlantic Seaway by N.R.P. Bonsor. Merchant Fleets in profile volume 2 by Duncan Haws. Internet.

Emmons USS (DD-457, Gleaves Class Destroyer) 1941

USS Emmons (DD-457/DMS-22) was a Gleaves-class destroyer of the United States Navy, named for Rear Admiral George F. Emmons (1811–1884). She took part in WW-II in the Atlantic, Mediterranean and Pacific wars, sank by a massive Kamikaze attack.

In the June 2006 issue of the USNI’s Naval History there is an article called ‘To Honour Our Navy at Normandy’. The first page of the article shows a painting entitled The Battle for Fox Green, D-Day Normandy by Dwight C. Shepler. The scene shows USS Emmons (DD 457) using her five-inch guns to shell targets at the eastern end of Omaha Beach, and is the design used for the stamp issues.

Emmons was launched 23 August 1941 by Bath Iron Works Corp., Bath, Me., sponsored by Mrs. F. E. Reacock, granddaughter of Rear Admiral Emmons; and commissioned 5 December 1941, Lieutenant Commander T. C. Ragan in command. She was reclassified DMS-22 on 15 November 1944.

Emmons sailed from Norfolk 31 January 1942 on her shakedown to Callao, Peru, where she embarked Peruvian officers for Valparaiso, Chile, returning to Boston via several ports in Ecuador. She patrolled in New England waters, and in April escorted Ranger (CV-4) across the Atlantic to the Gold Coast, where the carrier launched Army fighter planes, brought for the base at Accra and other African air bases.

The summer of 1942 found Emmons patrolling out of NS Argentia, Newfoundland, and escorting troopships from Boston to Halifax. At Halifax on 5 July she joined an Army transport and a merchantman, whom she shepherded to a midocean rendezvous with a British escort unit to take them safely into Iceland. Emmons sailed on to join the British Home Fleet in Scapa Flow on 16 July. She underwent training necessary to coordinate American and British procedures and tactics. Between 26 and 31 July, she escorted the battleship HMS Duke of York to Iceland and back to Scapa Flow, then had convoy escort duty on the Scottish coast. On 17 August she cleared Scapa Flow for Iceland where she made rendezvous with a convoy bound through the treacherous northern shipping lanes to Kola Inlet in the Soviet Union, from which she returned to Greenock, 30 August.

Emmons returned to New York 9 September 1942 and trained in Casco and Chesapeake Bays, and at Bermuda, for the invasion of north Africa, for which she sailed from Bermuda 26 October. She screened carriers covering landings at Safi between 8 and 13 November, returning by way of Bermuda and Norfolk to Boston. After brief overhaul and coastwise escort duty, she went to Cristobal to await a convoy to New York. Meanwhile she passed through the Panama Canal 9 January 1943 to train briefly with officers of the Ecuadoran Navy. She guarded the passage of a convoy to north Africa in February returning to New York 11 March for training. On 2 April Emmons put to sea via Argentia for Scapa Flow, where she joined the British Home Fleet again 19 May.

During the next 2½ months, Emmons joined in patrolling northern waters, guarding the movement of convoys across the North Atlantic, unceasingly alerted against the possible sortie of German ships from Norwegian bases. She also guarded British carriers in air attacks on Norway in July. Returning to Norfolk 9 August 1943, she voyaged to Gibraltar between 3 November and 19 December in the advance scouting line guarding Iowa (BB-61), carrying President Franklin D. Roosevelt to the Teheran Conference.

Between December 1943 and April 1944, Emmons guarded carriers during their operations at Newport and in Casco Bay, aiding in the training of aviators. On 20 April she sailed from Maine waters for the Azores, and Mers-el-Kebir, Algeria, arriving 1 May for antisubmarine patrols. On 17 May, her group teamed with British aircraft to sink the German submarine U-616, and the next day, Emmons sailed for England, and final preparations for the invasion of France, 6 June. After guarding preassault minesweeping, she joined in the heavy bombardment prior to the landing. She remained off the beachhead for three days as watchdog for the vast armada of ships lining up with men and supplies, then retired across the English Channel to Plymouth, England, screening Texas (BB-35). Returning to the assault area 11 June, Emmons served in the screen guarding transports and supply ships from submarine attack. After replenishing at Portland, England, from 21 to 24 June, she kept watch around battleships and cruisers on 25 June in the Task Force 129 Bombardment of Cherbourg supporting the U.S. First Army VII Corps victory at the Battle of Cherbourg.

Emmons returned to Mers-el-Kebir 10 July 1944 with a transport convoy she had brought across from Portland, then had escort duty in the Mediterranean ports preparing for the assault on southern France. She sailed from Taranto, Italy, for the beachheads, 11 August, and on the 15th began preinvasion bombardment. She remained off the beaches all day to provide fire support to troops storming ashore. Escort duty took her away to Italian and Corsican ports, but she returned to patrol off the French Riviera until October.

Emmons put into Boston 9 November 1944 for conversion to a high-speed minesweeper, and after Atlantic training and exercises in the Hawaiian Islands, entered Ulithi to stage for the invasion of Okinawa. Her squadron put to sea 19 March 1945 for the dangerous, vital task of clearing Okinawa's waters from mines to let assault ships close the beaches for the landings on 1 April. She then took up picket duty, and on 6 April, during one of the first of the massive kamikaze attacks, was a target as she sailed with Rodman (DMS-21). One of the first planes to attack struck Rodman, and as Emmons circled the stricken ship to provide antiaircraft cover, both DMSs were overwhelmed by suicide-bent Japanese planes. Many were shot down, but Emmons was struck by five, almost simultaneously. One hit her fantail, the rest to starboard of her pilot house, of No. 3 gun mount on her waterline, aft, and the port side of her combat information center. Crippled and ablaze, with ammunition exploding wholesale, Emmons found damage control a desperate, losing struggle. That day her crew, who had already won the Navy Unit Commendation for Okinawa, lost 60 dead, 77 wounded. The rest had to abandon ship. Next day, the 7th, the hulk was sunk to prevent its falling into enemy hands.

In addition to her Navy Unit Commendation, Emmons received four battle stars for World War II service.

The Emmons made national headlines in September, 2010 when it was revealed the shipwreck had been vandalized by divers. The ship's plaque, or data plate, has been removed without permission of the U.S. Navy, which still maintains custody of the wreck. To many veterans this act is akin to robbing a grave. As one said, "that ship is a resting place (for sixty men). Those men deserve our respect". The Emmons lies in 147 feet of water off Okinawa's Kouri Island. It has become a popular dive site since its rediscovery in February, 2001.

On 7 April 2011, the plaque was recovered by the Naval Criminal Investigative Service and is the hands of proper authorities. The US Navy will determine how the plaque will be displayed.

Somalia 2004, S.G.?, Scott: ?

Source: Wikipedia.

LANDING ANZAC COVE 25 April 1915

“Landing at Anzac Cove”, which shows the landing in Anzac Cove on 25 April 1915, at the end 12,000 New Zealanders would arrive there.
In the foreground you can see a landings-boat, while in the background most probably are some troop transports, the image is too unclear to make out what it exactly is even the photo I found on the net is too unclear. By the photo where not ships names, only that the photo was taken on 25 April and shows that New Zealand and Australian troops landed.

MAHENO hospital ship

In 1915 New Zealand’s role in the First World War reached a new level. In near-impossible conditions the New Zealand Expeditionary Force took part in the Gallipoli campaign alongside our Australian neighbours. The Australian and New Zealand Army Corps (ANZAC) was formed and the spirits of Anzac lives on today.
First observed in 1916 and commemorated as an official day of remembrance, Anzac Day commemorates the landing of the troops at Anzac Cove on 25 April 1915. 100 years on a new generation reflects on the events that occurred at Gallipoli, and remembers all New Zealanders who have served their country during times of conflict and peace.
The intention of the Gallipoli campaign was to open the Dardanelles strait to the Allied fleets, giving them access to the Ottoman capital of Constantinople to possibly force a Turkish surrender. After nine months of conflict, the ultimately unsuccessful campaign came to an end and the peninsula remained in its defenders hands.
The effects the Gallipoli campaign had on New Zealand and Australia were devastating. More than 8,700 Australians and more that 2,700 New Zealanders lost their lives fighting for King and Empire in this ambitious campaign. It was through this hardship that Anzac spirit was born a comradeship felt and remembered to this day with the annual observance of Anzac Day – 25 April.
Three stamps in this set are maritime related, the 80 c “landing at Anzac Cove”, which shows the landing in Anzac Cove on 25 April 1915, at the end 12,000 New Zealanders would arrive there.
In the foreground you can see a landings-boat, while in the background most probably are some troop transports, the image is too unclear to make out what it exactly is even the photo I found on the net is too unclear. By the photo where not ships names, only that the photo was taken on 25 April and shows that New Zealand and Australian troops landed.
The other 80c stamp depict a stained glass window in the nurse’s memorial chapel in the grounds of Christchurch Hospital to commemorate the sinking of the troopship MARQUETTE. The stamp shows part of the stained glass with on the left a nurse from World War I and below her feet is the MARQUETTE depict. On the right is a nurse depict of World War II above the pyramids of Egypt.
The $2.50 shows use the New Zealand hospital ship MAHENO.
The New Zealand post gives by the stamp: When the Gallipoli campaign was being planned, few foresaw the need to provide hospital ships for the treatment and evacuation of the wounded. In July 1915, as causalities mounted, the MAHENO left Wellington for Egypt, with a matron, 13 nursing sisters, five medical officers and 61 orderlies among the personnel on board.

MAHENO was built as a passenger-cargo vessel under yard No 746 by Wm. Denny & Bros at Dumbarton, Scotland for the Union Company, Dunedin, New Zealand.
19 June 1905 launched as the MAHENO, named after a small north Otago township in the Southern Island of New Zealand.
Tonnage 5,282 gross, 3,318net, dim 122.04 x 15.2 x 9.4m.
Powered by three Parsons steam turbines 600 nhp, three shafts, speed 17.5 knots.
Passenger accommodation for 231 first class, 120 second and 67 3rd class passengers.
Cargo capacity 3,908 cubic metres.
Crew 113.
15 September 1905 Trials.
29 September 1905 delivered to owners. Building cost £141,967.
She sailed the same day from Glasgow with on board over 200 passengers bound for Australia and New Zealand, she sailed around the Cape of Good Hope and in Durban a further 170 passengers boarded there when she made a call for bunkers.
Her centre propeller was damaged during the voyage from Durban to Melbourne which reduced her speed.
08 November she arrived at Melbourne and after a stay of three days she proceeded to Sydney.
18 November she sailed from Sydney for her maiden voyage service where she was for designed the horseshoe service between Australia and New Zealand.
After a view voyages in the service she was in April 1906 transferred temporarily to the Vancouver service.
03 April she was fitted out for the first Pacific crossing in Sydney, sailed Sydney on the 16th and via Brisbane and Suva arriving in Vancouver on 07 May. Her return voyage was with calling the same ports. Then she made one other voyage to Vancouver and was back in Sydney on 08 September.
After arrival she was put again in the trans-Tasman service till the outbreak of World War I.
She was an enormous expensive ship by consuming lots of bunker coal, and in 1914 she was taken out of service and in Port Chalmers she was converted to a twin screw and two geared turbines, the middle shaft and propeller were removed.
September 1914 again in the horseshoe service. Her speed was slightly reduced but coal consumption had greatly reduced.
1915 Was she requisitioned by the New Zealand Government for conversion as a hospital ship. The work was done by Union Line staff in Port Chalmers.
25 May 1915 commissioned as a hospital ship for 515 patients.
10 July 1915 she sailed from Wellington bound for Egypt and the U.K. and returning with wounded soldiers. Al together she made nine voyages between New Zealand and U.K and Egypt from July 1915 till April 1919 only between Augusts to October 1916 she was used between France and England in the cross-channel service.
She carried in that time around 16,000 wounded men from the battlefield to safety in England.
26 April 1919 she had made her last voyage as hospital ship when she arrived in Dunedin, New Zealand.
She was refitted in Port Chalmers again for the service across the Tasman by the Union Line staff.
01 July 1917 the Union Steam Ship Company was taken over by the Peninsular & Oriental Steam Navigation Company (P&O).
1921 She was placed in the direct service from Sydney to Auckland.
1923 Her homeport became Wellington.
December 1929 in the service from Wellington, Lyttelton, Dunedin and Bluff to Hobart and Melbourne. This route was operated during the summer months, while the rest of the year she was placed in other routes when needed.
Early 1935 out of service and laid up in Sydney.
Bought by Miyachi Kaisen KK, Osaka, Japan and her propellers were removed. Towed by the OONAH another ship bought by the same company, she left on 3 July 1935 the harbour of Sydney.
Five days later the two ships met stormy weather and the towline broke, the MAHENO drifted helpless with wind and current who drove her to Queensland coast and she grounded on the coast of Fraser Island.
The eight Japanese crew on board managed the next day to go ashore. A tug send out to look for her could not reach her due to the sea and weather.
Very quickly a wall of sand was built up on the seaward side of the wreck, and by inspection it was found that her back was broken and she was abandoned.
During World War II the wrack was used by the RAAF for target practice.
Till today some rusted remains of the ship can been found on Fraser Island.
More info is given on:
http://theesotericcuriosa.blogspot.co.n ... -made.html

New Zealand 2015 $2.50 sg?, scott? (the stamp is included in two mint sheets issued by the New Zealand Post.)

Source: Internet. New Zealand Post info leaflet. Passenger ships of Australia & New Zealand by Peter Plowman.

Ra II (Thor Heyerdahl’s Reed Boat) 1970

Heyerdahl (1914 – 2002) was a Norwegian adventurer and ethnographer with a background in zoology, botany, and geography. Thor Heyerdahl has long been interested in the history of early seafaring and has advocated that the oceans, far from being obstacles, could and can be safely crossed on relatively simple watercraft by following the natural conveyances of the winds and currents.

See Topic: “Thor Heyerdahl”

He became notable for his balsa raft (Kon-Tiki) expedition in 1947, in which he sailed 8,000 km (5,000 mi) across the Pacific Ocean in a hand-built balsa raft from South America to the Tuamotu Islands. The expedition was designed to demonstrate that ancient people could have made long sea voyages, creating contacts between separate cultures. This was linked to a diffusionist model of cultural development. Heyerdahl subsequently made other voyages designed to demonstrate the possibility of contact between widely separated ancient people.

See Topic: “Kon Tiki”

In 1969 and 1970, Heyerdahl built two boats from papyrus and attempted to cross the Atlantic Ocean from Morocco in Africa. Based on drawings and models from ancient Egypt, the first boat, named Ra (after the Egyptian Sun god), was constructed by boat builders from Lake Chad using papyrus reed obtained from Lake Tana in Ethiopia and launched into the Atlantic Ocean from the coast of Morocco. The Ra crew included Thor Heyerdahl (Norway), Norman Baker (USA), Carlo Mauri (Italy), Yuri Senkevich (USSR), Santiago Genoves (Mexico), Georges Sourial (Egypt) and Abdullah Djibrine (Chad). Only Heyerdahl and Baker had sailing and navigation experiences. After a number of weeks, Ra took on water after its crew made modifications to the vessel that caused it to sag and break apart after sailing more than 6440 km (4000 miles). The crew was forced to abandon Ra some hundred miles before Caribbean islands and was saved by a yacht.

See Topic: “Reed Boat”

The following year, 1970, another similar vessel, Ra II (depicted on the stamps), was built of papyrus by Demetrio, Juan and Jose Limachi from Lake Titicaca in Bolivia and likewise set sail across the Atlantic from Morocco, this time with great success. The crew was mostly the same; only Djibrine had been replaced by Kei Ohara from Japan and Madani Ait Ouhanni from Morocco. The boat reached Barbados, thus demonstrating that mariners could have dealt with trans-Atlantic voyages by sailing with the Canary Current. Also in terms of survivability, the reed boat is equal, if not better, to most any boat used by Europeans during the early centuries of exploration. The Ra II is now in the Kon-Tiki Museum in Oslo, Norway.

The book The Ra Expeditions and the film documentary Ra (1972) were made about the voyages. Apart from the primary aspects of the expedition, Heyerdahl deliberately selected a crew representing a great diversity in race, nationality, religion and political viewpoint in order to demonstrate that at least on their own little floating island, people could cooperate and live peacefully. Additionally, the expedition took samples of marine pollution and presented their report to the United Nations.

Barbados 1979, S.G.?, Scott: 489.

Norway 2004, Inland Mail.

Source: Wikipedia

MOSAIC OF SAN MARCO IN VENICE

This stamp issued of L25 by the Vatican in 1972, shows us a Venetian merchant ship from around 800 in which the body of the apostle St Mark is transported from Alexandria to Venice. Have not any info on the depicted vessel but below is given the voyage from Alexandria to Venice what I did find on the internet. The stamp is designed after a mosaic in the basilica of San Marco in Venice.
The two L1.50 stamps shows us an early map of Venice, with some ships types of that time frame, while the L180 stamp depict the Basilica of San Marco in Venice.
The Myth of St. Mark
The myth that is frequently referenced to in the decoration of the Basilica of San Marco is the finding of St. Mark’s body and the continued reaffirmation of his relationship to Venice. The relics of St. Mark are documented as arriving in Venice in 828. The narrative of the myth is told in the Translatio, a document that has an unclear development but dates to 1050 and introduced the story of how St. Mark came to Venice. The Translatio also proclaimed the divine right of Venetians to hold Mark’s relics. The myth begins with two Venetian merchants, Tribunus and Rusticus, who removed the body of St. Mark from the saints tomb in Alexandria.
Two Alexandrian monks Stauracius and Theodorus were acting as custodians to the relic. The story continues, in a manner to justify the commercial connection between Venetian Christians and Muslims in Alexandria, that the ship of Tribunus and Rusticus had been blown off their original course causing them to land in Alexandria. This is incongruous to the Venetian mentality of the 11th century that did not seem to mind who they traded with as long as the Venetian state benefitted in the end. The merchants discovered that the Khalif of Alexandria was planning on destroying the relics and the church the relics were housed in. Tribunus and Rusticus then persuaded the monks to allow them to take the relics thereby saving them. The monks and the merchants swapped Mark’s body with that of St. Claudia.
Then they hid St. Mark’s body in a container on board their ship and placed pork on top of the container to stop Muslim Guards from finding the stolen relic. During the journey back to Venice the merchants experienced miracles. These miracles took the form of a quick return home, the saving of a sceptic in the city of Umago in Istria from a demon and St. Mark saving the merchant’s ship from wrecking during a storm. Another alleged miracle occurred when St. Mark’s body was received in Venice. While the body of the saint was being brought to the palace of the Doge, Justinian Partecipacius, the relic became to heavy for the clergy members to carry whereupon the Doge promised to build a church for them, which would eventually become San Marco.

Vatican 1972 L25 sg ?, scott?
http://venice11.umwblogs.org/the-myth-of-st-mark/
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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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