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A new set of stamps has been released on the subject of William Hodges, the artist who accompanied Captain Cook when he was first to land on the Island in 1775.
Entitled 'William Hodges: The Art of Discovery', the set of four stamps and a First Day Cover were released on September 30th.
William Hodges was born in London. In 1772 he was appointed draughtsman on Captain James Cook's second voyage and he is best known for the paintings and sketches of the places he visited during that journey, including Antarctica and Easter Island. The apparent purpose of the second voyage was to search for evidence of a mythical, but much speculated upon, southern continent.
The Admiralty brief to Hodges was “to make drawings and paintings of such places as they may touch at worth notice, in their intended voyage” and to “give a more perfect idea thereof that can be formed from written descriptions only”. While Hodges drew coastal views for navigation purposes, his main work was to gather material for landscape paintings. During the course of their three-year journey, the crews of Cook's RESOLUTION and its sister? ship ADVENTURE, were exposed to extreme weather conditions, environments and peoples. These ranged from the icy wastes of Antarctic waters to the first Pacific landfall in the dense rain forest of New Zealand's Dusky Sound, from the complex, hierarchical cultures of the cluster of Society Islands to the most geographically remote of all Polynesian societies, Easter Island.
Cook's expedition circumnavigated the globe at very high southern latitude, and on January 17th 1773 became the first to cross the Antarctic Circle. Cook discovered the South Sandwich Islands and was first to land on South Georgia. He mapped the islands and took possession of South Georgia for Britain.
The voyage required Hodges to respond to a staggering range of subjects, from the fantastical shapes of sea-worn ice to panoramic renderings of island cliffs and shores. He was asked to produce not only studies of the landscape, but portraits and botanical drawings. The artist proved remarkably flexible. Faced with exotic and unfamiliar landscapes, he was able to modify his conventional ways of working. These paintings were some of the first landscapes to use light and shadow for dramatic purposes. Hodges' use of light as a compositional element in its own right was a marked departure from the classical landscape tradition and contemporary art critics complained that his use of light and colour contrasts gave his paintings a rough and unfinished appearance.
On his return to London, Hodges was employed to supervise the production of engravings to illustrate the official account of the voyage. He also produced a series of epic paintings to commemorate the voyage.
The sketch of Cook's ship RESOLUTION in a stream of pack-ice that features on one of the 70p stamps is owned by 'The Captain Cook Memorial Museum'. The other 70p stamp features one of Hodges' epic paintings from the voyage, 'A View of the Monuments of Easter Island'. viewtopic.php?f=2&t=7408&p=11098#p11098
The 95p stamp features Hodges' portrait of Captain Cook.
The etching on the £1.15 stamp is taken from an original print entitled “Possession Bay in the Island of South Georgia. Drawn from nature by W. Hodges. Engrav'd by S. Smith”, this engraving was included in the book “A voyage towards the South Pole, and round the World”, by James Cook.

Source: South Georgia Post.
South Georgia 2010 70/1.15 sg?, scott?


The stamp of Guatemala depict the banana loading pier in Puerto Barrios, which during a hurricane now partly is demolished. On both sides of the pier is berthed a Great White Fleet ship, of which the nearest is given that she is the CHIRIQUI, the other vessel is not identified.
Built as a passenger-cargo-reefer vessel for the liner service of the United Mail SS Co. (White Great Fleet) by the Newport News Shipbuilding & Dry-dock Co, Newport News under yard 346.
14 November 1931 launched as the CHIRIQUI, christened by Mrs. J. Harris Robinson, she was named after the Panamanian province Chiriqui. Five sisters.
Tonnage 6,932 gross, 3,184 net, 4,425 dwt, dim. 136.17 x 18.28 x 11.59m., length bpp. 126.49m.
Powered by two General Electric steam turbines connected to electro motors, 11,000 shp, twin shafts, speed 18 knots.
Accommodation for 100 passengers.
Cargo capacity 270,000 cubic feet and could carry 50,000 stems of bananas.
18 March 1932 delivered to owners, and managed by United Fruit Company.

Her maiden voyage was from New York on 24 March to San Francisco where she arrived on 14th April. She was then put in the Pacific coastal service from San Francisco to west coast of Central America.
1935 Put in the service from New York to the Carib and east coast of Central America.
04 June bareboat chartered by the US Government, and renamed USS TARAZED AF-13.
US Navy service
The US Navy bareboat chartered her through the Maritime Commission on 4 June 1941. Brewer's Drydock Co. of Staten Island, New York converted her for Navy use and she was commissioned on 14 June 1941, commanded by Cmdr J.M. Connally.
Neutrality period operations
TARAZED loaded supplies sailed to North Carolina to supply ships of the Neutrality Patrol. After returning to New York, she left late in August for a voyage to Iceland to resupply US and Royal Navy ships.
World War II North Atlantic operations
When the Japanese attack on Pearl Harbor brought the United States into World War II, TARAZED was at Halifax, Nova Scotia preparing to join another convoy to Iceland. Upon completion of the voyage she went to Baltimore, Maryland, for an extensive overhaul before making resupply runs to Newfoundland, Iceland and Bermuda.
In July 1942 TARAZED reached Boston, Massachusetts, from Nova Scotia and loaded a cargo for Puerto Rico, Trinidad and Panama. On 21 September she returned to Baltimore with a cargo of sugar. She continued supply runs from Baltimore or Norfolk, Virginia, to the Caribbean until mid-1943.
Supporting the invasion of North Africa
On 8 June 1943 TARAZED joined Task Force 65 at Norfolk — headed for North Africa — and arrived at Mers el Kebir, Algeria, on 22 June. She partially unloaded there and, on the 30th, took the rest of her cargo to Oran.
On 4 July, TARAZED left for the US in convoy GUS-9. She reached Norfolk, VA on 23 July, was replenished, and left for Bermuda. After supplying Bermuda and Cuba she returned to the US, reaching Bayonne, New Jersey, on 13 August.
Eight days later TARAZED left for North Africa, reaching Mers el Kebir on 2 September. After calling at Bizerte and Algiers, she returned to the US in convoy GUS-15 and arrived at Norfolk on 4 October. Late that month, she joined convoy UGS-22 to take materiel to Oran, Bizerte and Palermo. Then, with the exception of a voyage to the Mediterranean in April, she took provisions to the Caribbean in the first five months of 1944.
Supporting the invasion of southern France
In June, TARAZED delivered provisions to ships in the ports of Plymouth, Swansea and Portland Harbour in Britain and at Belfast in Northern Ireland. She steamed from Norfolk on 24 August and arrived at Oran on 4 September to supply ships supporting the invasion of southern France. She continued logistics runs to the Mediterranean into April 1945 and turned to supplying bases and ports in the Caribbean until 14 December 1945 when she was ordered to report to the 8th Naval District for disposal.
Military honors and awards
TARAZED received one battle star for World War II.
Post-war decommissioning
TARAZED was decommissioned on 4 January 1946, was returned to United Fruit through the War Shipping Administration at New Orleans, Louisiana, the same day and was struck from the Navy list on 21 January 1946. She was renamed again in CHIRIQUI.
Post-war service
United Fruit restored the ship's pre-war name CHIRIQUI to her.
1958 United Fruit sold her to Union-Partenreederei T/S (Scipio & Co.) of Bremen, Germany, which also acquired her United Fruit sister ship JAMAICA. Union-Partenreederei changed CHIRIQUI’s name to BLEXEN. The new owner cut her down to a freighter by Todd New Orleans Shipyard.
Used in the banana trade from Central America to Europe.
28 November 1969 sold to Kaohsiung, Taiwan for scrapping, work of scrapping commenced in 1971.

References: Wikipedia. Going Bananas by Mark H. Goldberg. Lloyds Registry. Internet.
This article incorporates text from the public domain Dictionary of American Naval Fighting Ships.
Guatemala 1935 3c sg299, scott?


Built at a shipyard in Wiscasset, Maine.
The Salem Gazette of 8 September 1812 has the following
To be sold at Wiscasset a vessel of about 300 tons, pierced for 18 guns exclusive of bridle and stern ports.
Built after the model of the fast sailing ship VOLANTE and by the same master-workman.
28 September she arrived at Boston and she attracted the attention of a group of Salem men interested in privateering, and soon after the brig appeared they made a thorough inspection of her, whereafter she bought the vessel and she was named GRAND TURK (III), The ship had about 30 shareholders.
Tonnage 309 ton (bm), dim. 102 x 28 x 12.4ft.
Rigged as a brig.

16 February 1813 after she was fitted out at Salem as a privateer, she set sail for her first cruise.

When the War of 1812 broke out the GRAND TURK was refitted as a privateer, carrying eighteen guns and a complement of one hundred and fifty men.
At first she had as her commander Holten J. Breed, but toward the close of the war she was commanded by Nathan Green. Her first venture was made early
in 1813, when she ran down to the coast of Brazil, cruised some time in the West Indies, and late in May put into Portland, Maine. In this time the
GRAND TURK captured three large vessels carrying heavy armaments and a schooner, all of which were ordered to France.

In her second cruise, which was begun in July, 1813, the GRAND TURK made directly for European waters. On her voyage across the Atlantic she cap-
tured the schooner REBECCA,from Halifax bound for Bermuda, laden with live stock and provisions, which was sent into Portsmouth. Reaching the other side of the ocean, the GRAND TURK cruised for twenty days in the chops of the English Channel without meeting a British war craft of any descrip- tion. She came across many of their merchantmen, however, and took, in rapid succession, the schooner AGNES, laden with fish, which was sent into a French port; the ship WILLIAM, of ten guns, having a valuable cargo of drygoods, crates, wine, etc., from Cork for Buenos Ayres, which was sent into Salem; the brig INDIAN LASS,from Liverpool for St. Michael, with drygoods, which also was sent into Salem with thirty prisoners; the brig CATHARINE, from Lisbon for London; and the schooner BRITANNIA, for the West
Indies, which was sent into Portland. The CATHARINE shortly afterward was recaptured by the English brig of war BACCHUS, but before the prize could
gain port the GRAND TURK again loomed up on her horizon and seized her for the second time. To make sure that she would not again fall into the hands
of the enemy, the Americans, after taking out the most valuable portion of the cargo, burned her.
Continuing her cruise in English waters, the GRAND TURK added to her list of valuable prizes the sloop CAROLINE,from London for St. Michael, laden
with drygoods. The cargo was transferred to the privateer, but the sloop being of little value, and the prisoners in the privateer becoming so numerous as to be dangerous, the CAROLINE was released and ordered to the nearest port with the prisoners. Soon afterward the privateer captured the merchantman COSSACK, laden with wine. This vessel was recaptured by the 74-gun ship of the line BULWARK, but, like the CATHARINE, was again captured by the Americans; this time by the privateer SURPRISE, of Baltimore, and was sent into Salem. After burning or sinking the schooner PINK; the brig BROTHERS, from St. John's for Liverpool, with lumber aboard; the brig ROBERT STEWART, also with lumber; the schooner COMMERCE, laden with fish; and releasing the brig BELGRADE, from Malta for Falmouth after taking
some guns out of her the GRAND TURK returned to Salem in November, 1813, having made a cruise of one hundred and three days, and with only forty-
four men of her original complement of one hundred and fifty left. One of her prizes had a cargo invoiced at thirty thousand pounds sterling.

On her third cruise which started on 17 February 1814 she sighted 01 May 1814 the British mail-packet HINCHINBROOKE see: viewtopic.php?f=2&t=13246#!lightbox[gallery]/3/

This privateer made one more short run to sea with fairly good success, but it was on her last cruise, when under the command of Captain Nathan Green, that she made her greatest reputation.

Half an hour after noon on Sunday, January 1, 1815, Captain Green stowed his anchors away and cleared his deck preparatory for sailing from Salem,
and at 2 p. M. he passed Baker's Island. Nothing more than an occasional glimpse of a British frigate or a ship of the line, to which the GRAND TURK
promptly showed a clean pair of heels, served to break the monotony of the cruise until 3.30 P. M., February 17th, when the privateer was in the vicinity of Pernambuco. At that time a small sail was sighted, which proved to be a catamaran, and for the purpose of gaining information as to the proposed movements of British merchant ships Captain Green boarded her. It happened that the craft had just left the port, and her master informed the
Americans that there were eight English vessels in the harbor, some of them ready to sail. This was the news Captain Green had been longing for, and he determined to hover off the port until some of the ships sailed. At six o'clock that evening he had approached sufficiently near Pernambuco to distinguish the shipping. Two days later, or at 5.30 P. M., Sunday, February 19th, his patience was rewarded by a sail appearing to the north.
Gradually drawing up on her during the night, he,at nine o'clock on the following morning, boarded the brig JOVEN FRANCISCO,sailing under Spanish colors from Pernambuco to London, but laden with a cargo of tea, coffee, sugar, and cinnamon consigned to British merchants. From her invoices and some letters found aboard, Captain Green was satisfied that the Spanish flag had been used merely as a cover, and that the craft and her cargo were in truth English property. Accordingly he seized her as a prize and placed Nathaniel Archer and some of his men aboard, with orders to make for the United States.

Scarcely had the last speck of the JOVEN FRANCISCO faded from the horizon when the people in the privateer were cheered by the sight of another sail, this one to the south, standing northward. Observing that she was coming directly upon the privateer, Captain Green allowed her to approach, and at 6.30 p. M., February 21st, he boarded her. She was found to be the British ship ACTIVE JANE, of Liverpool, from Rio Janeiro bound for Maranham. She had on board seven bags of specie, containing fourteen thousand milled rees, which were valued at about seventeen thousand five hundred dollars. A prize crew was placed aboard, with orders to keep near the GRAND TURK during the night. At daylight on the following morning Captain Green made a more thorough search of his prize, but finding nothing else of much value, he transferred the specie to his vessel and scuttled the merchantman.

From this time until March 10th the GRAND TURK cruised in this vicinity, occasioning much damage to the enemy's commerce. She stayed so long, how-
ever, that the English had time to collect several war ships, which were promptly sent out to capture the bold privateersman. Captain Green was fully alive to the growing danger of his position, and when at daylight, Friday, March 10th, the man at the masthead reported a sail in the eastern quarter, he promptly called all hands and sent them to quarters. Thinking that the stranger might be a merchantman, Captain Green cautiously ran down to her, but soon afterward he discovered another sail, this one being on the weather bow. This did not deter the GRAND TURK from continuing her approach to the first stranger, and she was fast drawing near to her,
when, at 6.30 A. M., she passed very...

LADY BE yacht

The LADY BE a Beneteau First 456 type sailing yacht was built by the Beneteau yard in French for a French racing team. The yacht was designed by German Frers.
Displacement 12.0 ton. Dim. 13.87 x 4.29 x 2.44m. (draught), length on waterline 11.99m.
1983 Delivered as the LADY BE.

The French team was not ready for racing and she was chartered by a New Zealand racing team.
Took part in the Admiral’s Cup 1983 under skipper of the late Sir Peter Blake in which she ended as 4th, and second in the Inshore Race.
SORC race 1984 in which she in class C ended as 4th.
She was sold to Russell Hoyt in Newport, R.I. and renamed in DESTINATION. Hoyt took with the yacht part in almost every important east coast yacht race.
Hoyt named all his yachts DESTINATION and what happened with the yacht is obscure the internet sites mix this yachts up or it is not clear which yacht they are talking about.
But in 2009 she took part in ARC 2009 under the name LADY BE and was owned by Jurgen Dobbelaer and the yacht sailed under Belgium flag.
11 May 2009 when she took part in this sailing race she got a leak by the rudder post when underway from Charleston to Bermuda, she returned to Charleston for repairs and abandoned the ARC 2009.
December 2009 bought in Charleston by Sailing Tours Naarden, Netherlands, not renamed.
March 2010 transported to the Netherlands and in 2010 in service as a charter yacht for day trips on the IJsselmeer in the Netherlands. Her homeport is Muiden.
Can take 12 guests.
2016 In service same name and owners.

Grenada 1992 $2 sg2440, scott2134.
Source: Internet.


The yacht MIDNIGHT SUN was designed by Doug Peterson and built by Baltic Yachts Oy Ab Ltd., Jakobstad, Finland for Jan Pehrsson, Sweden.
November 1981 work on the yacht commenced and she was delivered in 1982 as the MIDNIGHT SUN.
Dim. 24.72 x 5.7 x 3.85m. (draught), length on waterline 5.75m.
Weight of yacht 75,000 lb, the lightest maxi yacht in the world at that time.
She was made of foam sandwich layup using aircraft grade balsa, which provided greater flexibility in weight distribution. The deck was built over S-glass fibre beams.

Took first part in the Runt Gotland Race then in the Maxi Cup in Sardinia and the Mediterranean Sea Race in 1982. And in the 1983 SORC race in which she lost her rig and was withdrawn.
She returned to the UK and took part in the Fastnet Race and Maxi World Championships in which she was doing well.
Then she disappeared from the International racing scene.
I found her back as a charter yacht under the name MIDNIGHT SUN OF LONDON based in the Mediterranean.
Refitted in 1992 and an upgrade in 2004/05 of 1.5 million Euro. Has accommodation for 6 guests and 4 crew.
Fitted out with 1 Perkins Sabre diesel engine of 185 bhp. Speed 9 knots.
2016 It looks that she still sails as a charter sailing yacht?

Source: Internet
Grenada 1992 $4 sg2441, scott2135. ( On the photo she is the yacht with sail no 10000)

MATADOR (2) yacht

The yacht depict on this stamp is the maxi sailing yacht MATADOR (2) which was built by Eric Goetz Customs built yachts in Bristol, R.I. for William (Bill) Koch of Palm Springs, USA.
1990 Delivered as the MATADOR.
Length 25.91m.
She won the 1990 and 1991 World Maxi Championship.
Koch sold the MATADOR to Australia around 1993 to Anton Starling who renamed the yacht in FUDGE.
1998 Took part in the Sydney to Hobart race.
2016 She is still given in Australian ship registry under that name and owned by Starling.
The internet gives that she was refitted in a charter cruise yacht and sails now with paying guests around the Whitsunday Islands, Australia under the name MATADOR.

The web-site of the company gives the following information:
MATADOR is 85ft in length and is the largest IOR Maxi ever built. MATADOR was designed, developed and constructed at a cost of over US$20 million in 1991. The yacht is constructed from carbon fibre, titanium and aluminium. MATADOR competed in 52 races, 8 regattas and 2 maxi world champions and was undefeated!
Carrying up to 33 passengers this truly awesome sailing machine departs for a 2-day/2-night adventure every Thursday and Sunday. Combining the sheer size and power with the thrill of speed, MATADOR will take you on an adventure of a lifetime through the beautiful Whitsunday Islands.
MATADOR has been refitted since its racing days to accommodate guests in a comfortable open plan environment. There are several bathrooms and showers onboard, and there are double beds and single bunks. The four crewmembers will take care of all the meals, freshly preparing them onboard. Vegetarians can be catered for.
Snorkeling equipment, bath towels and bed linen is provided on board. MATADOR will often rendezvous with a dive boat, offering its guests a scuba experience, whether they are certified or introductory.
All meals, accommodation, bath towels and bed linen and snorkeling equipment are included in the cost.
Accommodation for 25 guests and 4 crew. ... atador.php

Grenada 1992 15c sg2435, scott2129
Source: Internet

Endurance (Shackleton)

The full index of our ship stamp archive

Endurance (Shackleton)

Postby shipstamps » Wed Aug 20, 2008 4:26 pm

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The Endurance, of the British Imperial Trans-Antarctic Expedition of 1914-16, was built in 1912 by Framnes Mek. Verks, at Sandefjord, and engined by Akers of Christiania. Her gross tonnage was 348 on dimensions 140ft. x 26.4ft. x 14.1ft., and she was the typical Norwegian whaler type of vessel, barquentine-rigged and launched 1912, as Polaris, a 3-masted barquentine with auxiliary steam for polar tourism and polar bear hunting!
Purchased by Shackleton and renamed Endurance. She was ready to sail under the direction of Sir Ernest Shackleton, C.V.O., on August 1, 1914. When the Naval mobilisation order was published on August 3, Shackleton, with the consent of the crew, offered the services of the ship and her crew to the Government. However, the Admiralty did not think the war would last longer than six months and Sir Ernest was told to go ahead with his Antarctic plans.
The Endurance carried a crew of 27 men in addition to the scientific staff. She sailed after Shackleton had been received by the King and assured of his Majesty's approval of the expedition. On this expedition a new coastline was discovered which Sir Ernest named Caird Coast in honour of Sir James Caird, who had subscribed £24,000 towards the cost of the expedition. Like the Deutschland, the Endurance was caught in pack ice, but the conditions were more severe than those experienced by the German ship. The British vessel was trapped on January 19, 1915, and crushed on October 27, 1915, finally sinking beneath the ice 25 days later.
The crew took to the ice, which drifted across the Weddell Sea. When it was obvious the pack ice was breaking up, they took to the ship's boats which had been saved when the Endurance went down and on April 16, reached Elephant Island.
What followed is an epic of the Antarctic—how Sir Ernest Shackleton left 22 men on Elephant Island, while he chose five men to accompany him in an open boat (the James Caird) to cross 800 miles of Antarctic seas to bring food and relief to the shipwrecked crew. Having successfully accomplished the almost impossible in a voyage of a fortnight, a mountain range of three ridges had to be crossed, one 5,000ft. high and covered in ice with dangerous precipices, before civilisation could be reached. It took them 36hrs. to overcome this obstacle. Eventually, Sir Ernest was able to effect the rescue of the Endurance's crew on Elephant Island, but it was not until several attempts had been made by the whaler, Southern Sky, the Uruguayan Government trawler Institute de Pesca, the British schooner Emma, and the Chilean Navy tender Yelcho, all led by Shackleton, that a way through the ice was found and the crew were picked up 41/2 months after their leader had left them. During the whole of that time Shackleton had thought of nothing but their relief.

Detail from BAT philatelic
Sir Ernest Henry Shackleton 1874-1922

Expeditions: British National Antarctic Expedition 1901-04 in Discovery. British Antarctic Expedition 1907-09 in Nimrod. Imperial Trans-Antarctic Expedition 1914-17 in Endurance. Shackleton-Rowett Antarctic Expedition 1921-22 in Quest. Discoveries: Beardmore Glacier, South Magnetic Pole, Caird Coast.
Voyage: British Imperial Trans-Antarctic Expedition 1914-17.

Aus Ant SG45, Brit Ant SG75,249 Chile 1375 Fal Is Dep SG G34 Ross Dep SG36 South Georgia SG32.
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Re: Endurance (Shackleton)

Postby aukepalmhof » Sun Mar 01, 2015 3:56 am

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Built under yard 87 by Framnæs Mek. Verks., Sandefjord, Norway for a company formed by Lars Christensen from Norway and Adrien de Gerlach from Belgian.
17 December 1912 launched as the POLARIS.
Tonnage 348 gross, dim. 42.67 x 8.04 x 4.28m.
One auxiliary coal fired triple expansion steam engine, 350 hp, one shaft, speed 10.2 knots.
Rigged as a three-masted barkentine.
24 August 1913 completed.

She was designed for the new formed company as a polar safari ship with paying guests, but when delivered the new formed company could not made the last payment, and the POLARIS was laid up waiting for a new buyer.
When Shackleton also short by cash was looking for a polar expedition vessel, and he did not have to pay for the POLARIS straight away but after some time, bought her for 225.000NKroner.
She was renamed in ENDURANCE.
The ENDURANCE was the three-masted barquentine in which Sir Ernest Shackleton sailed for the Antarctic on the 1914 Imperial Trans-Antarctic Expedition. She was launched in 1912 from Sandefjord in Norway and was crushed by ice, causing her to sink, three years later in the Weddell Sea off Antarctica.
Designed by Ole Aanderud Larsen, the ENDURANCE was built at the Framnæs shipyard in Sandefjord, Norway and fully completed 24 August 1913. She was built under the supervision of master wood shipbuilder Christian Jacobsen, who was renowned for insisting that all men employed under him not just be skilled shipwrights, but also be experienced in seafaring aboard whaling or sealing ships. Every detail of her construction had been scrupulously planned to ensure maximum durability, for example every joint and every fitting cross-braced each other for maximum strength
She was launched on December 17, 1912 and was initially christened the POLARIS (eponymous with Polaris, the North Star). She was 144 feet (44 m) long, with a 25 feet (7.6 m) beam and weighed 350 short tons (320 t). Though her black hull looked from the outside like that of any other vessel of a comparable size, it was not. She was designed for polar conditions with a very sturdy construction. Her keel members were four pieces of solid oak, one above the other, adding up to a thickness of 85 inches (2,200 mm), while her sides were between 30 inches (760 mm) and 18 inches (460 mm) thick, with twice as many frames as normal and the frames being of double thickness. She was built of planks of oak and Norwegian fir up to 30 inches (760 mm) thick, sheathed in greenheart, a notably strong and heavy wood. Her bow, where she would meet the ice head-on, had been given special attention. Each timber had been made from a single oak tree chosen for its shape so that is natural shape followed the curve of her design. When put together, these pieces had a thickness of 52 inches (1,300 mm).
Of her three masts, the forward one was square-rigged while the after two carried fore and aft sails, like a schooner. As well as sails, ENDURANCE had a 350 horsepower (260 kW) coal-fired steam engine capable of driving her at speeds up to 10.2 knots (18.9 km/h; 11.7 mph).
By the time she was launched on December 17, 1912, POLARIS was perhaps the strongest wooden ship ever built, with the possible exception of the FRAM, the vessel used by Fridtjof Nansen and later by Roald Amundsen. However, there was one major difference between the ships. The FRAM was bowl-bottomed, which meant that if the ice closed in against her she would be squeezed up and out and not be subject to the pressure of the ice compressing around her. But since the POLARIS was designed to operate in relatively loose pack ice she was not constructed so as to rise out of pressure to any great extent.
She was built for Adrien de Gerlache and Lars Christensen. They intended to use her for polar cruises for tourists to hunt polar bears. Financial problems leading to de Gerlache pulling out of their partnership meant that Christensen was happy to sell the boat to Ernest Shackleton for GB£11,600 (approx US$67,000), less than cost. He is reported to have said he was happy to take the loss in order to further the plans of an explorer of Shackleton's stature 'After Shackleton's purchasing her, she was rechristened ENDURANCE after the Shackleton family motto "Fortitudine vincimus" (By endurance we conquer).
Shackleton sailed with ENDURANCE from Plymouth, England on August 6, 1914 and set course for Buenos Aires, Argentina. This was ENDURANCE's first major cruising since her completion and amounted to a shakedown cruise. The trip across the Atlantic took more than two months. Built for the ice, her hull was considered by many of its crew too rounded for the open ocean.
On October 26, 1914 ENDURANCE sailed from Buenos Aires to her last port of call, the Grytviken whaling station on the island of South Georgia off the southern tip of South America, where she arrived on November 5. She departed from Grytviken for her final voyage on December 5, 1914 towards the southern regions of the Weddell Sea.
Two days after leaving from South Georgia, ENDURANCE encountered polar pack ice and progress slowed down. For weeks Endurance twisted and squirmed her way through the pack. She kept moving but averaged less than 30 miles (48 km) per day. By January 15, Endurance was within 200 miles (320 km) of its destination, Vahsel Bay. However by the following day heavy pack ice was sighted in the morning and in the afternoon a blowing gale developed. Under these conditions it was soon evident progress could not be made, and ENDURANCE took shelter under the lee of a large grounded berg. During the next two days ENDURANCE dogged back and forth under the sheltering protection of the berg.
On January 18 the gale began to moderate and thus ENDURANCE, one day short of her destination, set the topsail with the engine at slow. The pack had blown away. Progress was made slowly until hours later ENDURANCE encountered the pack once more. It was decided to move forward and work through the pack, and at 5pm ENDURANCE entered it. However it was noticed that this ice was different from what had been encountered before. The ship was soon engulfed by thick but soft ice floes. The ship floated in a soupy sea of mushy brash ice. The ship was beset. The gale now increased its intensity and kept blowing for another six days from a northerly direction towards land. By January 24, the wind had completely compressed the ice in the whole Weddell Sea against the land. The ice had packed snugly around ENDURANCE. All that could be done was to wait for a southerly gale that would start pushing, decompressing and opening the ice in the other direction. Instead the days passed and the pack remained unchanged.
ENDURANCE drifted for months while remaining beset in the ice in the Weddell Sea and drifted with it. The ice kept compressing it until ENDURANCE could not endure the pressure and was crushed on October 27, 1915. On the morning of November 21, 1915, the ENDURANCE bow began to sink under the ice. Like RMS TITANIC, the Endurance went vertical, her stern rising into the air, then disappearing beneath the ice. The ENDURANCE is considered the last ship of her kind.
It is said that Shackleton placed advertisements in London newspapers that read:
"MEN WANTED: For hazardous journey. Small wages, bitter cold, long months of complete darkness, constant danger, safe return doubtful. Honour and recognition in case of success. Sir Ernest Shackleton."
The crew of the Endurance in its final voyage was made up of the 28 men Blackborrow was originally refused a post aboard the vessel due to his young age and inexperience and decided to stow away, helped to sneak aboard by William Blakewell, a friend of his, and Walter How. By the time he was found, the expedition was far enough out that Shackleton had no choice but to make him a steward. Blackborrow eventually proved his worth, earning the Bronze Polar Medal, and the honour of becoming the first human being ever to set foot on Elephant Island. His name is also the matter of some debate—it is sometimes spelled Percy, or Blackboro, or in other ways.
Alfred Lansing wrote a book titled Endurance: Shackleton's Incredible Voyage about the ordeal that Shackleton and his men endured aboard the ship. It became a bestseller when first published in 1959. Subsequent reprints have made it a recurrent bestseller; the last time being in the late 1990s.
Two Antarctic patrol ships of the British Royal Navy have been named ENDURANCE in honour of Shackleton's ship. The first HMS ENDURANCE (originally named ANITA DAN) was launched in May 1956 and awarded Pennant number A171 sometime later. She acted as an ice patrol and hydrographic survey ship until 1986. Today's modern HMS ENDURANCE, nicknamed The Red Plum, is a class 1A1 ice-breaker bought from Norway in 1992 where she had been known as MV POLAR CIRCLE. She is based at Portsmouth but makes annual forays to Antarctica where she can penetrate through 0.9 metres (2 ft 11 in) of ice at a speed of 3 knots (5.6 km/h; 3.5 mph). She has a complement of 126 marine personnel and carries two Westland Lynx helicopters.
In 1998 wreckage found at Stinker Point on the south western side of Elephant Island was incorrectly identified as flotsam from the ship. It in fact belonged to the 1877 wreck of the Connecticut sealing ship CHARLES SHEARER In 2001 wreck hunter David Mearns unsuccessfully planned an expedition to find the wreck of the Endurance By 2003 two rival groups were making plans for an expedition to find the wreck, however no expedition was actually mounted. In 2010 Mearns announced a new plan to search for the wreck. The plan is sponsored by the National Geographic Society but is subject to finding sponsorship for the balance of the U.S. $10 million estimated cost.

Retrieved from ""

The 10p stamp features Ernest Shackleton and his Imperial Transantarctic Expedition ship ENDURANCE. The Weddell Sea party of the expedition visited South Georgia in November 1914 to take on coal and other stores and refit the ship before sailing for Antarctica. While in Buenos Aires, Shackleton was warned that it might be a bad year for ice in the Weddell Sea so he delayed his departure from South Georgia for a month. This gave time for scientific work to be carried out. Unfortunately most of the records and specimens were lost when ENDURANCE was crushed by the ice and sank. Shackleton is buried in the cemetery at Grytviken.

Source: South Georgia Post.

South Georgia & Sandwich Islands 2015 10p sg?, scott?
Maldives 2015 20M and 60M sg?, scott?
Solomon Islands 2015 $40 sgMS?, scott?
Sierra Leone 2015 6000L sgMS?, scott? sgMS?, scott?
Guina 2015 10.000f sgMS?, scott?
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Re: Endurance (Shackleton)

Postby ptvisnes » Sat Feb 06, 2016 8:11 pm

More issues with "Endurance" (1912)

British Antarctic Territory
1994. 76p+4p. Mi 234. SG 249. Sc B4
2000. 35p. Mi 298. SG 312. Sc 285
2000. 40p. Mi 299. SG 313. Sc XXX
2005. 42p. Mi 397. SG 400. Sc 350
2005. 55p. Mi 410. SG 409. Sc 363
2005. £1. Mi 411. SG 410. Sc 364
2008. 4v. Mi Bl 15. SG MS 473. Sc 399d
2013. 6v. Mi (640-45) Bl 25. SG xxx. Sc 470 a-f
2013. 75p. Mi 645. SG xxx. Sc 470f
2014. 65p. Mi xxx. SG xxx. Sc 471
2014. 65p. Mi xxx. SG xxx. Sc 472
Falkland Islands
2000. 17p. Mi 776. SG 867. Sc 758
2000. 45p. Mi 777. SG 868. Sc 759
2004. 48c/48c. Mi 1569/70. SG 1637/38. Sc xxx
2004. 65c/65c. Mi 1573/74 Bl 15. In margin
Great Britain
2003. 42p. Mi 2107. SG 2363. Sc 2121
South Georgia & SSI
2009. 55p. Mi 473. SG 472. Sc 385
2011. £1.15. Mi 549. SG 549. Sc 442b
2014. 12v.
Ross Dependency
2015. 80c. Mi xxx. SG xxx. Sc xxx
Posts: 9
Joined: Wed Dec 15, 2010 10:18 am

Re: Endurance (Shackleton)

Postby D. v. Nieuwenhuijzen » Sun May 22, 2016 6:54 pm

endurance 1.jpg
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endurance in ijs.jpg
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endurance ierland.png
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British Antarctic Territory 2014, 2x 65 p. StG.?
Ireland 2004, 2x 48 c. StG.1637/38
D. v. Nieuwenhuijzen
Posts: 627
Joined: Fri Sep 24, 2010 7:46 pm

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