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.

AL MANSUR (B2) patrol craft

Built as a fast patrol craft under yard No 387 by Brooke Marine, Lowestoft, U.K. for the Oman Navy.
Launched as the AL MANSUR (B2) five sisters.
Displacement 135 ton standard, 153 full load, dim. 37.5 x 6.9 x 1.7m. (draught)
Powered by two diesel engines, 4,800 bhp., twin shafts, speed 27 knots.
Armament: Two MM38 Exocet SSM launchers, 2 – 40mm guns, 1 – 76mm gun and 1 – 20mm gun.
Crew 27.
26 March 1973 completed.

1977/78 Modernized by Brooke Marine, Lowestoft.
2015 I can’t find when decommissioned but she is not more in service.

Oman 1980 150b sg 235, scott?
Source: Fast Attack Craft by Bernard Ireland. Internet.

BT GLOBAL CHALLENGE yacht

The 15 fd stamp of Djibouti issued in 2000 shows us a sailing yacht with the inscription “BT Global Challenge”, I could not find a yacht with this name and after finding the web-site http://www.seachallenge.com/index.html which shows the same yacht with the logo on the bow as depict on the stamp, the only photo I could find on the net of the yacht. Not a name is given but she is one of the “Challenge 67 class” of which 14 were built for the BT Global Challenge 1996/7.
One the site is given a volunteer woman crewmember Jan Giffen who got training on the TOSHIBA II ex THOSIBA (1) most probably this yacht is depict. She was built in 1992 and renamed TOSHIBA II in 1996.
The 14 Challenge class yacht have the following details:
All 14 were built by Pendennis Plus (ex Devonport Yachts Ltd.) and designed by David Thomas and Thanos Condylis.
Steel hulled.
Displacement 40 tons, dim. 20.42 x 5.26 x 2.82m. (draught)
Keel weight 12 tons.
Sail area maximum 441 square meter
Fitted out with an auxiliary Perkins diesel, 130 hp.
Accommodation for 14 persons in six cabins.
Wikipedia has the following on this race:
BT Global Challenge 1996/7
An expanded fleet of 14 Challenge 67 yachts set out from Southampton in driving rain and gales. Again rigging problems struck in the Southern Ocean and CONCERT was dismasted. Skipper Chris Tibbs and crew made a jury rig and motorsailed to Wellington, New Zealand. CONCERT was re-rigged in time to start leg 3 from Wellington to Sydney and was 2nd on the Sydney to Cape Town leg. Yacht PAUSE TO REMEMBER, skippered by Tom O'Connor, suffered a snapped boom half way between Sydney and Cape Town. There seemed no choice but to fly their trysail until crewmembers Graham Phelp and Matthew Reeves took on the challenge of trying to repair it by using a cut out section as a splint. Two days later a shortened boom emerged from below decks and was successfully attached to the mast. Three weeks later and having suffered several storms with wind speeds in excess of 50 kn (93 km/h), PAUSE TO REMEMBER sailed into Cape Town, with boom still intact.
This race featured an extra leg to Boston and a crew of disabled men and women took part on TIME & TIDE the first to sail round the world.
Mike Golding dominated, winning five out of six legs in GROUP 4 with Andy Hindley winning the remaining leg in SAVE THE CHILDREN. Three skippers had graduated from being crew volunteers four years earlier: Andy Hindley; Mark Lodge; and Simon Walker, all of whom appeared in the top five placings. Simon Walker went on to become Managing Director of Challenge Business, helping to organise the 2000/1 and 2004/5 Global Challenges.
2015 Could not find what has happened with this class of yachts, but most probably she are still around somewhere.

Djibouti 2000 15 fd sg?, scott?
https://en.wikipedia.org/wiki/Global_Ch ... e_1992.2F3

USS LCI(G)-516 landing craft

70th Anniversary of Liberation
As any Islander knows, you can't wander far in Guernsey without coming across its war defences, which act as a stark reminder of the harsh attacks its occupants suffered during World War Two. The first raid, when the island was attacked by air, occurred on June 28, 1940, killing 33 islanders and injuring a further 67.
Thankfully, around 4,000 people - mainly children - had been evacuated in the months before the attack.
The German Occupation began two days later, on June 30, and lasted for almost five years later, when the island was finally liberated on May 9 1945.
This year, which is the 70th anniversary of Liberation, is set to be the biggest celebration in years with a parade including 135 pre-1946 European military vehicles and vintage cars, tractors and motorcycles. Other events including a trilogy of films about the occupation made in Guernsey will be screened at the Town Church.
And Dawn Gallienne, head of philatelic at Guernsey Post, believes it’s really important to commemorate the closure of one of the most difficult periods in the island’s recent history.

On the stamp for postage of a large letter is depict the USS landing craft USS LCI (G)-516.
Built by the New Jersey Shipbuilding Corp., Barber, N.J. for the USA Navy.
09 November 1943 laid down.
08 December 1943 launched as the USS LCI(L)-516
Displacement 246 ton light, 419 ton loaded. Dim. 158.5 x 23.3ft, with a maximum draught when loaded 5.11ft.
Powered by two sets of four GM diesel engines, 1,600 bhp, twin shafts, variable pitch propellers, speed 14 knots.
Endurance by a speed of 12 knots, 4,000 mile.
Armament: 5 – 20mm guns.
Cargo capacity 75 tons, troop capacity 188 men.
Crew 4 officers and 24 enlisted.
11 December 1943 completed. Built in a little more as one month.
During World War II assigned to the Europe-Africa-Middle East Theater.
Took part in the invasion of Normandy from 6 to 25 June 1944.This landing craft were assembled on the south coast of England in various ports.
Took part in the invasion Southern France from 15 August to 18 September 1944.
08 May 1945 took part in the invasion and liberation of Guernsey
15 July 1945 was she reclassified in a Landing Craft Infantry (Gunboat) LCI(G)-516.
1946 Struck from the Naval Register.
26 February 1947 transferred to the US Army.
Fate unknown.

Guernsey 2015 ? sg?, scott?

Source: http://www.navsource.org/archives/10/15/150516.htm Guernsey Post

LARK and BOGOTA

LARK: Can’t find the builder or year when built, the following comes from Log Book volume 14 page 200.
In 1864 the brig LARK ran into a hurricane near the island and became wrecked on the coast. She is said to have been a smuggler and Confederate privateer, and to have had money, in gold and notes, to a value of £35,000 in a heavy chest which her commander, Captain H. Summers, and her First Mate, named HENDERSON, hid ashore. It is said that sometimes afterwards Captain Summers died and that Henderson, apparently then back in the USA managed to find enough money to charter a vessel called the ROVER in which he returned to Tristan da Cunha and dug up the treasure.
What afterwards happened is given in an article in the New Zealand Herald of 11 November 1899.
http://paperspast.natlib.govt.nz/cgi-bi ... 11.2.51.16

BOGOTA: Built as an iron ship in Preston, U.K. for Blythe & Co., Liverpool.
Launched as BOGOTA.
Tonnage 383 ton, dim. 135 x 25 x 17.6ft.
Under command of Captain Jones she got on fire on a voyage from Liverpool to? in April 1869 off Tristan da Cunha and was lost.

Tristan da Cunha 1985 60p sg MS389.
Source: Log Book and Lloyds Registry.

OLYMPIA and CZARINA

The OLYMPIA difficult to find some details on her, given in Log Book that she was a German vessel from Hamburg, by looking in American and Lloyds Registers the only German OLYMPIA I could find was built in 1857 at Brake, Germany.
Tonnage 608 ton and dimensions 142.6 x 30.6ft.
Barque rigged, the photo shows a brigantine rigged vessel.
Of her voyages also not much found, in 1859 she made a voyage from Hannover (most probably most of the emigrants were coming from Hannover which is very far inland and the departure port was Hamburg) to Melbourne with emigrants. At that time she was under command of Captain A. Tobias and owned by C.A.H. Tobias & Co., Brake, Germany. Most probably the captain was the owner.
I could not find anything more on the vessel than what is given that she was abandoned near the coast of Tristan da Cunha after springing a leak in 1872, the crew reached Tristan da Cunha in open boats and were taken on board of a passing ship a few days later.

Tristan da Cunha 1985 60p sgMS389. The photo is believed the OLYMPIA.

The CESARENA P or CZARINA another wreck on this MS was an Italian ship of which I have not any info on, she was on a voyage from Leghorn to Bombay when she runs ashore on the west coast of Tristan da Cunha in December1872.

ATKA icebreaker

I got this cover in my possession which carried a 3d stamp of the Ross Dependencies, the stamp attached depict HMS EREBUS. The cover is dated 29 November 1965 and carried by USS ATKA, an interesting icebreaker not only was she sailing under USA flag but also for 5 years under the flag of the Soviet Union. There are a lot of covers for this icebreaker for sale on the net, but most with an American stamp attached.

Built as an icebreaker under yard No 142 by Western Pipe & Steel Company for the USA Navy.
20 July 1942 laid down.
08 March 1943 launched as the USCGC SOUTHWIND (WAG-280).
Displacement 6,515 tons, dim. 82 x 19.4 x 7.85m (draught). Length bpp. 76.2m.
Powered diesel electric by 6 Fairbanks-Morse model 8 1/8OP, 10 Cyl. engines each 2,000 shp, each engine driving a Westinghouse DC electric generator. Two Westinghouse Electric DC electric motors driving the two aft propellers, 1 x 3000 shp Westinghouse DC electric motor driving the detachable and seldom used bow propeller. Speed 13.4 knots. Range 32,485 miles by a speed of 11.6 knots.
When built she carried a armament: 4 – 5 inch twin mounts guns, 6 = 20mm single mounts guns, 2 – depth charge tracks, 6 – “K” guns, 1 Hedgehog, M2 Browning MG’s. and small arms.
Carried 1 Grumman J2F Seaplane or 2 helicopters.
Crew 219.
15 July 1944 commissioned, building cost $9,880,037.00.
The "Wind" Class final design--modelled after the Swedish icebreaker YMER --was prepared by Gibbs & Cox of New York after initial design work by LCDR Edward Thiele, USCG (later the Coast Guard's Engineer-in-Chief) who had obtained details of foreign icebreakers while vacationing in Europe before the war. The Wind- class of icebreakers measured 269 feet in length, 63’6” in beam and displaced 6,500 tons. The Coast Guard contracted for five vessels of the class in November 1941 to fulfil the need to access military bases in Greenland that would be inaccessible during most of the year without the use of heavy icebreakers. Eventually, the Coast Guard operated seven Wind- class icebreakers.
The design of the vessels included a bow propeller used to clear the hull from ice and dredge broken ice forward. The bow propeller was not typically used as a means for propulsion unless the vessel needed to back out of surrounding ice. The vessels also had a diesel electric power-plant, the most compact, economical, and powerful propulsion system available at the time. Additionally, while the diesels provide the power supply, there was a division between these diesels and the motors, which supplied power to the shafts. The rotating electric motors could handle the shocks and extreme power- to- speed ratios necessary for ice operations.
The close spaced frames and careful design of the trusses and planting, along with the thick, welded hull plating made the hulls of the Wind- class unprecedented in strength and structural integrity. The hull also had compressed cork insulation, strengthened steering apparatus, and a padded notch at the stern to nestle the bow of any vessel being towed through ice. Also the design included fore, aft, and side heeling tanks with pumps to aid in water movement within the vessel to rock the ship free from ice build-up. The specifications for construction were so extensive that the Western Pipe and Steel Company of Los Angeles was the only builder to submit a bid. They were originally designed to be equipped with a fixed wing amphibious aircraft.
________________________________________
Cutter History:
USS SOUTWIND CG, was laid down under yard No 142 on 20 July 1942 at San Pedro, California, by the Western Pipe & Steel Company. She was launched on 8 March 1943 and was sponsored by Mrs. Ona Jones. SOUTWIND was commissioned by the Coast Guard on 15 July 1944 under the command of CDR R. M. Hoyle, USCG. She was initially assigned to CINCLANT and was home-ported in Boston, Massachusetts. After a brief period of service along the coast of Greenland where she assisted her sister-ship EASTWIND in capturing German weather teams, including the German supply trawler EXTERNSTEINE, the icebreaker was transferred to the Soviet Union under the terms of lend-lease on 25 March 1945 at Tacoma, Washington. On that date, the SOUTHWIND’s commanding officer, CAPT Richard M. Hoyle, USCG, turned over control of the vessel over to CDR A. M. Khokhlov, USSRN, who was the designated Soviet representative. Renamed ADMIRAL MAKAROV (a famous Russian mariner and naval architect who is recognized as the father of the modern icebreaker) by the Soviets, she came under command of Captain Mikhail Markov Gavrilovic with a crew of 254, the ship operated in the Russian merchant marine, managed by Far Eastern Shipping Company for four-and-one-half years before the Soviet Union returned her to the United States at Yokosuka, Japan, on 28 December 1949.
The vessel was repaired at Yokosuka and, on 28 April 1950, renamed USS ATKA (AGB-3). She was commissioned at Yokosuka by the United States Navy on 1 October 1950 and got underway four days later for the New England coast. Upon her arrival at Boston, ATKA entered the naval shipyard there for a thorough overhaul and modernization. The work was completed late in May 1951, and ATKA began operations from Boston in July.
Throughout her career in the U.S. Navy, the icebreaker followed a routine established by the changing seasons. In the late spring, she would set sail for either the northern or southern Polar Regions to resupply American and Canadian air bases and weather and radar stations. In early fall, she would return to Boston for upkeep and repairs. In the winter, the ship would sail various routes in the North Atlantic to gather weather data before returning to Boston in early spring for repairs and preparation for her annual polar expedition. The ship often carried civilian scientists who plotted data on ocean currents and ocean water characteristics. They also assembled hydrographic data on the poorly charted Polar Regions. ATKA was also involved in numerous tests of cold weather equipment and survival techniques.
She was placed out of commission on 31 October 1966 and transferred back to the Coast Guard, where she was redesignated WAGB-280. Her name was struck from the Navy list on 1 November 1966. During her years as the ATKA, she made a total of 19 trips into Arctic waters and nine extensive voyages to Antarctica.
USCGC ATKA was commissioned in the Coast Guard at Boston on 31 October 1966. She then departed Boston for her new home port of Baltimore, Maryland. On behalf of her crew, and at their unanimous request, the cutter's new commanding officer, CAPT Sumner R. Dolber asked the Commandant if they could rename the ship SOUTHWIND. The request was granted early in 1967. In the Northern Hemisphere summer of 1967, SOUTHWIND participated in Arctic East 1967 during which she served as an escort and supply vessel along both coasts of Greenland. On 30 July she helped locate and repair submarine cables 600 miles above the Arctic Circle.
She departed Baltimore on 16 November 1967 for a five-and-a-half month deployment in support of Operation Deep Freeze 1968. For this trip she carried quite a few Navy personnel. She embarked 33 personnel of CBU-201 (Navy Construction Battalion--Seabees) at Punta Arenas, Chile. Already aboard were two Navy HC-4 helicopters and their crews which embarked the icebreaker at Norfolk, Virginia. The Seabee personnel were transported to Anvers Island where they were scheduled to construct a scientific station that was to be named Palmer Station II. The new station was completed and dedicated on 20 March 1968. While heading home the following day, as she departed Arthur Harbor, she impaled her hull on an uncharted granite "spike" which breeched her hull and caused flooding. Divers went overboard to check the hull,...
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QUEST.

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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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