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 of £17 (UK only) 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.

SUNNYVALE USNS

The sheetlet to celebrate the Pitcairn and United States Air Force Joint Satellite Recovery Survey Mission to Henderson Island is released on 7 July 2000 to mark the opening of the World Stamp Expo at Anaheim, Los Angeles where we will be operating a booth. The Expo is centred on the theme of Space Exploration and Travel, a topic, which has some significance to Pitcairn. Initially we intended taking a Millennium Part III stamp and developing it into a sheetlet for the exhibition, which is why both of these issue have the same date of issue.
It was Garth Harraway, Pitcairn’s former Commissioner who prompted us to search the archives for reference material on the 1966 survey conducted by the United States Air Force. Dusting off the archived files, we found one marked ‘Secret’. The file contained a report which described the purpose of the mission. The US Satellite Launching site was moved from Florida to Vandenburg airbase, just north of Los Angeles, from which satellites could be launched on a trajectory to directly cross the South Pole, without over-flying any landmass. The Pitcairn Islands lie within a few hundred miles of the crucial point at which any launch may fail when a satellite would attempt to break through the earth’s atmosphere. Uninhabited Henderson Island was identified as an ideal site for an airbase whose function would be the recovery of satellite “whether manned or not”.
The survey was completed and by personnel of the United States Air Force with assistance from the Pitcairn Islanders. The USNS SUNNYVALE a satellite recovery vessel, was the mission support vessel. Although the survey was completed and plans drawn, the proposed airstrip failed to gain support at a higher level and the project was abandoned.
The ‘Secret’ file revealed a map showing the plans for the airfield and an album of black and white photographs of the survey team in action with some tremendous aerial shots of the unusual coral pinnacles, a distinctive feature of the Henderson Island landscape. The map is reproduced on the First Day Cover of this issue and the photographs provided the artist with a wonderful reference for his design.
In 1988, Henderson Island was declared a World Heritage Site. Today it is visited by just a few cruise vessels and yachts and the Pitcairners still make regular visits to collect Miro wood to carve into souvenirs which are sold to tourists.
Another feature of the sheetlet, is the Inmarsat satellite. It is through this satellite that Pitcairner communicate by voice or fax. Inmarsat A and Inmarsat M communications systems are both used on Pitcairn today.
Source: Pitcairn Post.

SUNNYVALE: Built as a type VC2-S-AP3 cargo vessel and built under yard No V21 by the California Shipbuilding Corporation, Terminal Island, Los Angles, California for the U.S. Shipping Administration.
08 April 1944 laid down.
06 June 1944 launched as the DALTON VICTORY named after Dalton in Ohio.
Tonnage 7,612 grt, 10,750 dwt, dim. 138.8 x 18.9 x 8.89m. (draught), length bpp.133.0, displacement 4,512 ton standard, 15,589 tons full load.
Powered by one compound steam turbine, 8,500 shp, one shaft, speed 15.5 knots.
19 July 1944 completed.
Chartered as a cargo vessel by Sudden & Christenson Inc. California.
27 May 1946 returned to the Maritime Administration at Baltimore. Chartered the same day by Moore McCormack Lines Inc.
03 October 1947 returned to the Maritime Administration, laid up in the National Defence Reserve Fleet, James River Group, Lee Hall, VA.
02 April 1948 chartered by the US Army Transportation Service renamed USNS DALTON VICTORY (T-AK-256 and reclassified as a Military Sea Transportation Service (MSTS).
09 August 1950 transferred to the US Navy and placed in service by the Military Sea Transportation Service (MSTS as USNS DALTON VICTORY (T-AK-256)
Armed with 1 – 5 inch gun, 1 – 3 inch gun, 8 – 20mm AA guns.
Crew 99.
27 October 1960 redesignated a Missile Range Instrumentation Ship and renamed USNS SUNNYVALE (T-AGM-5).
Armament removed.
15 December 1974 out of service and struck from the Naval Register.
02 January 1975 custody transferred to the Maritime Administration (MARAD) for lay up in the National Defense Reserve Fleet.
17 July 1975 sold for scrap to National Metal & Steel Corp.
11 August 1975 withdraw from Reserve Fleet and she was scrapped at Terminal Island, CA.

SS DALTON VICTORY was built as Victory ship used as a cargo ship for World War II. She was launched by the California Shipbuilding Company on June 6, 1944 and completed on July 19, 1944 as a Greenville Victory-class cargo ship. The ship’s United States Maritime Commission designation was VC2- S- AP3, hull number 21. She was acquired by the U.S. Navy in 1950 and renamed the USNS DALTON VICTORY (T-AK-256).
In 1960 she was renamed USNS Sunnyvale (T-AGM-5) and rebuilt and placed in service as a missile range instrumentation ship, and assigned to the Pacific Missile Range, where she performed missile tracking duties.
Constructed in Los Angeles, California
DALTON VICTORY (T-AK-256) was built by California Shipbuilding Corporation, Los Angeles, California, and was completed in 1944.
Acquired by MSTS as a cargo ship
DALTON VICTORY was acquired by the Navy and assigned to the Military Sea Transportation Service (MSTS) in a noncommissioned status on 9 August 1950.
Assigned as a missile tracking ship
On 27 October 1960 DALTON VICTORY was reconfigured as a missile range instrumentation ship and renamed USNS SUNNYVALE (T-AGM-5).
USNS SUNNYVALE carried out a multitude of duties in the Pacific Ocean through 1962, including operations in support of the Pacific Missile Range, Point Mugu, California.
Inactivation
SUNNYVALE was placed out of service at an unknown date, and was struck from the Navy List on 15 December 1974. She was disposed of by the U.S. Maritime Administration on 17 July 1975. Broken up at Terminal Island by National Metal & Steel Corp. in 1975.

Pitcairn Island 2000 $5.00 sgMS?, scott?
https://en.wikipedia.org/wiki/USNS_Dalt ... _(T-AK-256) http://www.miramarshipindex.org.nz http://www.navsource.org/archives/09/13/130256.htm

JEUNE RICHARD privateer

Of the French privateer JEUNE RICHARD I could not find much, French sources on the internet does not mention the action with the WINDSOR CASTLE, (one source mentioned her as built in 1797 as the POINT DE LODI later renamed in POMPÉE before she got the name JEUNE RICHARD, her homeport Bordeaux and under command of Captain Nicolas Rousse?) So in the French maritime history it was not an imported action.
Schooner rigged, (the Cuba 13c stamp show her as a full rigged barque vessel.) Tonnage 250 ton.
At the time of action she had a crew of 92 men and an armament of 6 - 9pdrs. and one 16 pdr. on a swivel and 8 – 12 pdrs. Other sources give she had only 8 – 12 pdrs.

She was six days out on a fresh cruise, armed with 8 long 12 pdrs. and 92 men when the action took place.
After the action a crew list was found on the JEUNE RICHARD contained a roll of 120 men, and from this it can only be constructed that she had already made a prize or two.
On her previous cruise she had taken six of which apparently, only the POPE had proven stubborn, but she had finally succumbed to an over-whelming number of boarders, the crew of the POPE lost 3-4 men.
Shortly before noon on 01 October 1807 when the packet came within gun range, the privateer hoisted the French flag and started firing her guns. The packet replied with her stern chasers, and a sort of desultory running battle took place for a little of an hour by which time the privateer was closed in to the packet with a broadside in readiness and a party prepared to board.
In an aggressive manner the French captain hailed over for the packet to strike her colours. Upon receiving a firm refusal he closed in alongside the packet’s starboard quarter, fired his broadside, and grappled the packet. The privateer broadside put ten of Rodger’s men out of action. The casualties aboard the privateer at this moment in time is not recorded but they were probably of a similar number. The high boarding nets were frustrating the French boarding party and they hacked away at it with their swords and cutlasses, two men had what resembles sickles on long poles and they were trying to cut the ridge rope that held up the netting. As soon as they began their attempt to board, ten men were ready to repulse them, they thrust their pikes and cutlasses through the netting and brought down nine of ten and this action persuaded the rest to retire.
The French captain then tried to get the vessel clear of the packet so that he could make full use of his cannons but the packets main yard was caught up in the schooner rigging. Unable to extricate his schooner. Unable to extricate his schooner the French captain made another attempt to board.
While they prepared for this Captain Rodgers had managed to manoeuvre one of his 6 pdr. guns so that it would bear on the schooner deck. It was loaded with double grape shot, a canister shot and a package containing 100 musket balls. He waited for the moment when they made the move and then fired. It devastate the boarding party, completely demoralised them, and those that were not dead crippled or benumbed abandoned their quarters and scrambled to safety. Seeing this Captain Rodgers had the schooner‘s bowsprit lashed to the packet and then rallied 4 or 5 men to follow him aboard he privateer. There was little resistance, just a short scuffle here and there and after a short time Rodgers and his five men commanded the deck. Many had fled below deck fearing another raking blast from the 6 pdr, they now had no other option but surrender. Because those below still outnumbered him. Rodgers ordered them up one by one and as they did so they were placed in their own irons which they had on deck in readiness to place on the British.
The JEUNE RICHARD had 21 men killed, 33 wounded. On the WINDSOR CASTLE 3 were dead but 10 others were seriously wounded and all the rest were slightly wounded or injured in some way.
Captain Rodgers took his prize to Barbados. It was against the British Post Office regulations for any of their packet ships to take prizes, however, as the Admiralty graciously waived its right to prize money in favour of the WINDSOR CASTLE and the Post Office made a concession, the captain and crew got the prize money as well as a purse of £130 from the Merchants of England. The captain was presented with a sword of honour and a silver cup.
After arrival in Barbados the JEUNE RICHARD disappears from the history books, fate unknown.

British Virgin Islands 1970 15c sg250, scott? . Cuba 1971 13c sg1847, scott?, 1987 1p sgMS?, scott? More info is given on the WINDSOR CASTLE on viewtopic.php?f=2&t=8437
Source: Internet and Log Book Volume 12 page 90-94 and written by E.J. Hogan.

COLOMBO (Brazil)

Built in 1865-'66 by A.C. Rennie, Greenwich for the Brazilian Navy.
Ironclad Warship, displacement:858 tons, L:50.29m. B:10.66m. Depth:4.57m. Draft:2.43m. steam engine:240 hp. 2 shafts, 10.5 kn. Armament:8-70 mm. Whithworth cannons.
Participation in the Paraguayan war and bombarded fort Huamaitá in 1867.
1880 out of service.

(Gambia 2001, 10 D. StG.?)
Internet.

CARMEN sloop 1811

On 5 December 2016 Argentina issued a new stamp in honour of the Greek sailors who fought for the Argentine independence, Pedro Samuel Spiro and Nicolas Jorge Colmaniatis, they fought under orders of Admiral Guillermo Brown.
The vessel on the stamp is designed after a watercolour of the sloop CARMEN painted by the Argentine maritime painter Emilio Biggeri (1907-1977).

Information on the sloop CARMEN you can find: viewtopic.php?f=2&t=9586&p=9871&hilit=carmen#p9871

Argentine 2016 $11 sg?, scott?
Source: Argentine Post.

The island, Sint Eustatius. "First Salute"

The name of the island, “Sint Eustatius”, is the Dutch name for Saint Eustace, a legendary Christian martyr.The island was seen by Christopher Columbus in 1493 and claimed by many different nations. From the first settlement, in the 17th century until the early 19th century, St. Eustatius changed hands twenty-two times. In 1636, the chamber of Zeeland of the Dutch West India Company took possession of the island that was then reported to be uninhabited. As of 1678, the islands of St. Eustatius, Sint Maarten and Saba fell under direct command of the Dutch West India Company, with a commander stationed on St. Eustatius to govern all three. At the time, the island was of some importance for cultivation of tobacco and sugar. The island sold arms and ammunition to anyone willing to pay. It was one of the few places from which the young United States could obtain military stores. The good relationship between St. Eustatius and the United States resulted in the noted "First Salute". On November 16, 1776, Captain Isaiah Robinson[9] of the 14-gun American brig Andrew Doria,[10] sailed into the anchorage below St. Eustatius' Fort Oranje. Robinson announced his arrival by firing a thirteen gun salute, one gun for each of the thirteen American colonies in rebellion against Britain. Governor Johannes de Graaff replied with an eleven gun salute from the cannons of Fort Oranje. International protocol required a two gun less acknowledgement of a sovereign flag. The Andrew Doria flew the Continental Colors of the fledgling United States. It was the first international acknowledgment of American independence.[Note 1] The Andrew Doria had arrived to purchase munitions for the American Revolutionary forces. She was also carrying a copy of the Declaration of Independence which was presented to Governor De Graaff. An earlier copy had been captured on the way to Holland by the British. U.S. President Franklin Delano Roosevelt came to St. Eustatius in 1939 to recognize the importance of the 1776 "First Salute". He presented a large brass plaque to St. Eustatius which is displayed today under a flagpole atop the walls of Fort Oranje. The plaque reads:"In commemoration to the salute to the flag of the United States, Fired in this fort November 16. 1776, By order of Johannes de Graaff, Governor of Saint Eustatius, In reply to a National Gun-Salute, Fired by the United States Brig of War Andrew Doria, Under Captain Isaiah Robinson of the Continental Navy, Here the sovereignty of the United States of America was first formally acknowledged to a national vessel by a foreign official. Presented by Franklin Delano Roosevelt, President of the United States of America"
Caribish Nederland 2016;88,0c. Source: https://en.wikipedia.org/wiki/Sint_Eustatius

RIVER ADADA (Nigeria)

Built in 1978-'79 by Brodogradiliste i Tvornica Dizel Motora, Split, #290, for the Nigerian National Shipping Line, Lagos.
General cargo, Gt:13,165/9016, Nt:6699/4322, Dw:16,487/12,000, Loa:174.96m. Lbpp:166.17m. B:22.84m. Depth:13.01m. Draft:-/9.17m. 6 cyl. Sulzer/R.O. Tvornica Dizel Motora '3 Maj', Rijeka diesel:14,400 bhp. (10,592 kW.) 18.25 kn. 2 thrusters controllable pitch propellers forewards, 5 holds, 1 derrick SWL:80 tons, 7 derricks SWL:22 tons. TEU:428, pass:6, IMO.7716672, call sign:5NEC, strengthened for heavy cargoes, ice class 3.
In 1996 sold to Power Shipping S.A., St. Vincent, renamed RIVER, same year to Mediterranean Victory Marine Ltd., Cyprus, renamed AXION I.
08-2004 to Aseanise Ventures Ltd., St. Vincent, renamed LEONIS, 2008 to View Finance Business Corp., Panama, renamed LEONIS I.
27-07-2008 sold for US$8.2 million for scrapping in Chittagong.

Sisterships #291 RIVER OJI, #292 RIVER OLI, #293 RIVER MAJIDUN, # 294 RIVER GURARA, #295 RIVER OSHUN, #296 RIVER OGBESE, #297 RIVER MAJE.

(Gambia 1983, 50b. StG.503)
LR88/89 + Internet
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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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