Alp makes some factual corrections regarding the ‘second obfuscation’ and ‘third obfuscation’ identified in the article. Regarding the ‘second obfuscation’, Alp is correct that the man-haulers (of the 3 X.S. supplies) had not yet returned from base on 17 January 1912, and would not return until 23 January. However, Alp's objection does not exonerate Meares. On 31 January 1912, expedition member Apsley Cherry-Garrard recorded that Meares supposedly had considered departing on the ‘second journey’, but had been assured by the man-haulers that there was already ‘plenty for all parties’ with ‘what they had left at 1 Ton’. The key date was 17 January 1912, when Meares still had time to either leave (for the ‘second journey’, a projected two-week depot run) or remain at base. Meares’ inaction on that date therefore cannot be excused by reassurance from the man-haulers on what they ‘had left’ at One Ton, as on 17 January the man-haulers had not yet returned to base to deliver such reassurance.

The history of maritime activity in polar regions is highly dynamic. It is the record of the fortunes of men and machines driven before the winds of economic and social change, scientific discovery, technological development and world events. This paper describes the career of the Norwegian Arctic sealer Brategg during the six decades from its construction in 1932 to its destruction in 1994. Although a record of a single vessel, Brategg’s story, involving investment and bankruptcy, war service, shipwreck, and innovation and renovation in both Arctic and Antarctic waters, also serves as a model of the changing times and fortunes of the Norwegian polar fleet as a whole across the twentieth century.