The Home Of The Blizzard Part 2

and seeing nothing impossible in these arrangements, we continued to adhere to them as closely as possible, with what fortune remains to be told.

To secure a suitable vessel was a matter of fundamental importance.

There was no question of having a s.h.i.+p built to our design, for the requisite expenditure might well have exceeded the whole cost of our Expedition. Accordingly the best obtainable vessel was purchased, and modified to fulfil our requirements. Such craft are not to be had in southern waters; they are only to be found engaged in Arctic whaling and sealing.

The primary consideration in the design of a vessel built to navigate amid the ice is that the hull be very staunch, capable of driving into the pack and of resisting lateral pressure, if the ice should close in around it.

So a thick-walled timber vessel, with adequate stiffening in the framework, would meet the case. The construction being of wood imparts a certain elasticity, which is of great advantage in easing the shock of impacts with floating ice. As has been tragically ill.u.s.trated in a recent disaster, the ordinary steel s.h.i.+p would be ripped on its first contact with the ice. Another device, to obviate the shock and to a.s.sist in forging a way through the floe-ice, is to have the bow cut away below the water-line. Thus, instead of presenting to the ice a vertical face, which would immediately arrest the s.h.i.+p and possibly cause considerable damage on account of the sudden stress of the blow, a sloping, overhanging bow is adopted. This arrangement enables the bow to rise over the impediment, with a gradual slackening of speed. The immense weight put upon the ice crushes it and the s.h.i.+p settles down, moving ahead and gathering speed to meet the next obstacle.

[TEXT ILl.u.s.tRATION]

Plan and Section of S.Y. 'Aurora'

Of importance second only to a strong hull is the possession of sails in addition to engines. The latter are a sine qua non in polar navigation, whilst sails allow of economy in the consumption of coal, and always remain as a last resort should the coal-supply be exhausted or the propeller damaged.

The 'Aurora', of the Newfoundland sealing fleet, was ultimately purchased and underwent necessary alterations. She was built in Dundee in 1876, but though by no means young was still in good condition and capable of buffeting with the pack for many a year. Also, she was not without a history, for in the earlier days she was amongst those vessels which hurried to the relief of the unfortunate Greely expedition.

The hull was made of stout oak planks, sheathed with greenheart and lined with fir. The bow, fas.h.i.+oned on cutaway lines, was a ma.s.s of solid wood, armoured with steel plates. The heavy side-frames were braced and stiffened by two tiers of horizontal oak beams, upon which were built the 'tween decks and the main deck. Three bulkheads isolated the fore-peak, the main hold, the engine-room and the after living-quarters respectively.

A hull of such strength would resist a heavy strain, and, should it be subjected to lateral pressure, would in all probability rise out of harm's way. However, to be quite certain of this and to ensure safety in the most extreme case it is necessary that the hull be modelled after the design adopted by Nansen in the 'Fram'.

The princ.i.p.al dimensions were, length one hundred and sixty-five feet, breadth thirty feet, and depth eighteen feet.

The registered tonnage was three hundred and eighty-six, but the actual carrying capacity we found to be about six hundred tons.

The engines, situated aft, were compound, supplied with steam from a single boiler. The normal power registered was ninety-eight horse-power, working a four-bladed propeller, driving it at the rate of sixty or seventy revolutions per minute (six to ten knots per hour).

Steam was also laid on to a winch, aft, for handling cargo in the main hold, and to a forward steam-windla.s.s. The latter was mainly used for raising the anchor and manipulating the deep-sea dredging-cable.

The s.h.i.+p was square on the foremast and schooner-rigged on the main and mizen masts.

Between the engine-room bulkhead and the chain and sail locker was a s.p.a.cious hold. Six large steel tanks built into the bottom of the hold served for the storage of fresh water and at any time when empty could be filled with seawater, offering a ready means of securing emergency ballast.

On the deck, just forward of the main hatch, was a deckhouse, comprising cook's galley, steward's pantry and two laboratories. Still farther forward was a small lamp-room for the storage of kerosene, lamps and other necessaries. A lofty fo'c'sle-head gave much accommodation for carpenters', s.h.i.+pwrights' and other stores. Below it, a capacious fo'c'sle served as quarters for a crew of sixteen men.

Aft, the chart-room, captain's cabin and photographic dark-room formed a block leading up to the bridge, situated immediately in front of the funnel. Farther aft, behind the engine-room and below the p.o.o.p deck, was the ward-room(,) a central s.p.a.ce sixteen feet by eight feet, filled by the dining-table and surrounded by cabins with bunks for twenty persons.

From the time the 'Aurora' arrived in London to her departure from Australia, she was a scene of busy activity, as alterations and replacements were necessary to fit her for future work.

In the meantime, stores and gear were being a.s.sembled. Purchases were made and valuable donations received both in Europe and Australia.

Many and varied were the requirements, and some idea of their great multiplicity will be gained by referring to the appendices dealing with stores, clothing and instruments.

Finally, reference may be made in this chapter to the staff. In no department can a leader spend time more profitably than in the selection of the men who are to accomplish the work. Even when the expedition has a scientific basis, academic distinction becomes secondary in the choice of men. Fiala, as a result of his Arctic experience, truly says, "Many a man who is a jolly good fellow in congenial surroundings will become impatient, selfish and mean when obliged to sacrifice his comfort, curb his desires and work hard in what seems a losing fight. The first consideration in the choice of men for a polar campaign should be the moral quality. Next should come mental and physical powers."

For polar work the great desideratum is tempered youth. Although one man at the age of fifty may be as strong physically as another at the age of twenty, it is certain that the exceptional man of fifty was also an exceptional man at twenty. On the average, after about thirty years of age, the elasticity of the body to rise to the strain of emergency diminishes, and, when forty years is reached, a man, medically speaking, reaches his acme. After that, degeneration of the fabric of the body slowly and maybe imperceptibly sets in. As the difficulties of exploration in cold regions approximate to the limit of human endurance and often enough exceed it, it is obvious that the above generalizations must receive due weight.

But though age and with it the whole question of physical fitness must ever receive primary regard, yet these alone in no wise fit a man for such an undertaking. The qualifications of mental ability, acquaintance with the work and sound moral quality have to be essentially borne in mind. The man of fifty might then be placed on a higher plane than his younger companion.

With regard to alcohol and tobacco, it may be maintained on theoretical grounds that a man is better without them, but, on the other hand, his behaviour in respect to such habits is often an index to his self-control.

Perfection is attained when every man individually works with the determination to sacrifice all personal predispositions to the welfare of the whole.

Ours proved to be a very happy selection. The majority of the men chosen as members of the land parties were young graduates of the Commonwealth and New Zealand Universities, and almost all were representative of Australasia. Among the exceptions was Mr. Frank Wild, who was appointed leader of one of the Antarctic parties. Wild had distinguished himself in the South on two previous occasions, and now is in the unique position of being, as it were, the oldest resident of Antarctica. Our sojourn together at Cape Royds with Shackleton had acquainted me with Wild's high merits as an explorer and leader.

Lieutenant B. E. S. Ninnis of the Royal Fusiliers, Dr. X. Mertz, an expert ski-runner and mountaineer, and Mr. F. H. Bickerton in charge of the air-tractor sledge, were appointed in London. Reference has already been made to Captain Davis: to him were left all arrangements regarding the s.h.i.+p's complement.

A "Who's who" of the staff appears as an appendix.

CHAPTER II THE LAST DAYS AT HOBART AND THE VOYAGE TO MACQUARIE ISLAND

"Let us probe the silent places, let us seek what luck betide us; Let us journey to a lonely land I know.

There's a whisper on the night-wind, there's a star agleam to guide us.

And the Wild is calling, calling--Let us go."--SERVICE.

It will be convenient to pick up the thread of our story upon the point of the arrival of the 'Aurora' in Hobart, after her long voyage from London during the latter part of the year 1911.

Captain Davis had written from Cape Town stating that he expected to reach Hobart on November 4. In company with Mr. C. C. Eitel, secretary of the Expedition, I proceeded to Hobart, arriving on November 2.

Early in the morning of November 4 the Harbour Board received news that a wooden vessel, barquentine-rigged, with a crow's-nest on the mainmast, was steaming up the D'Entrecasteaux Channel. This left no doubt as to her ident.i.ty and so, later in the day, we joined Mr. Martelli, the a.s.sistant harbour-master, and proceeded down the river, meeting the 'Aurora' below the quarantine ground.

We heard that they had had a very rough pa.s.sage after leaving the Cape.

This was expected, for several liners, travelling by the same route, and arriving in Australian waters a few days before, had reported exceptionally heavy weather.

Before the s.h.i.+p had reached Queen's Wharf, the berth generously provided by the Harbour Board, the Greenland dogs were transferred to the quarantine ground, and with them went Dr. Mertz and Lieutenant Ninnis, who gave up all their time during the stay in Hobart to the care of those important animals. A feeling of relief spread over the whole s.h.i.+p's company as the last dog pa.s.sed over the side, for travelling with a deck cargo of dogs is not the most enviable thing from a sailor's point of view. Especially is this the case in a sailing-vessel where room is limited, and consequently dogs and ropes are mixed indiscriminately.

Evening was just coming on when we reached the wharf, and, as we ranged alongside, the Premier, Sir Elliot Lewis, came on board and bade us welcome to Tasmania.

Captain Davis had much to tell, for more than four months had elapsed since my departure from London, when he had been left in charge of the s.h.i.+p and of the final arrangements.

At the docks there had been delays and difficulties in the execution of the necessary alterations to the s.h.i.+p, in consequence of strikes and the Coronation festivities. It was so urgent to reach Australia in time for the ensuing Antarctic summer, that the recaulking of the decks and other improvements were postponed, to be executed on the voyage or upon arrival in Australia.

Captain Davis seized the earliest possible opportunity of departure, and the 'Aurora' dropped down the Thames at midnight on July 27, 1911. As she threaded her way through the crowded traffic by the dim light of a thousand flickering flames gleaming through the foggy atmosphere, the dogs entered a protest peculiar to their "husky" kind. After a short preliminary excursion through a considerable range of the scale, they picked up a note apparently suitable to all and settled down to many hours of incessant and monotonous howling, as is the custom of these dogs when the fit takes them. It was quite evident that they were not looking forward to another sea voyage. The pandemonium made it all but impossible to hear the orders given for working the s.h.i.+p, and a collision was narrowly averted. During those rare lulls, when the dogs'

repertoire temporarily gave out, innumerable sailors on neighbouring craft, wakened from their sleep, made the most of such opportunities to hurl imprecations in a thoroughly nautical fas.h.i.+on upon the s.h.i.+p, her officers, and each and every one of the crew.

On the way to Cardiff, where a full supply of coal was to be s.h.i.+pped, a gale was encountered, and much water came on board, resulting in damage to the stores. Some water leaked into the living quarters and, on the whole, several very uncomfortable days were spent. Such inconvenience at the outset undoubtedly did good, for many of the crew, evidently not prepared for emergency conditions, left at Cardiff. The scratch crew with which the 'Aurora'journeyed to Hobart composed for the most part of replacements made at Cardiff, resulted in some permanent appointments of unexpected value to the Expedition.

At Cardiff the coal strike caused delay, but eventually some five hundred tons of the Crown Fuel Company's briquettes were got on board, and a final leave taken of English sh.o.r.es on August 4.

Cape Town, the only intermediate port of call, was reached on September 24, after a comparatively rapid and uneventful voyage. A couple of days sufficed to load coal, water and fresh provisions, and the course was then laid for Hobart.

Rough weather soon intervened, and Lieutenant Ninnis and Dr. Mertz, who travelled out by the 'Aurora' in charge of the sledging-dogs, had their time fully occupied, for the wet conditions began to tell on their charges.

On leaving London there were forty-nine of these Greenland, Esquimaux sledging-dogs of which the purchase and selection had been made through the offices of the Danish Geographical Society. From Greenland they were taken to Copenhagen, and from thence trans.h.i.+pped to London, where Messrs. Spratt took charge of them at their dog-farm until the date of departure. During the voyage they were fed on the finest dog-cakes, but they undoubtedly felt the need of fresh meat and fish to withstand the cold and wet. In the rough weather of the latter part of the voyage water broke continually over the deck, so lowering their vitality that a number died from seizures, not properly understood at the time. In each case death was sudden, and preceded by similar symptoms. An apparently healthy dog would drop down in a fit, dying in a few minutes, or during another fit within a few days. Epidemics, accompanied by similar symptoms, are said to be common amongst these dogs in the Arctic regions, but no explanation is given as to the nature of the disease.

During a later stage of the Expedition, when nearing Antarctica, several more of the dogs were similarly stricken. These were examined by Drs.