landing. We were thoroughly sick of sails by the time we finally reefed
the foresail and ran before the wind under this and lower topsails.
We passed quite close to the island and could see into the crater, and
the cliffs beyond which rose from it, covered with greenish grass. There were no trees, and of birds we only saw those which frequent these seas. We had hoped to find penguins and albatross nesting on the island at this time of the year, and this failure to land was most disappointing. The island is 860 feet high, and, for its size, precipitous. It extends some
two miles in length and one mile in breadth.
The following day all the afterguard were turned on to shift coal. It should be explained that up to this time the bunkers, which lay one on the port and the other on the starboard side of the furnaces, had been entirely filled as required by two or more officers who volunteered from day to day.
We took on board 450 tons of Crown Patent Fuel at Cardiff in June 1910. This coal is in the form of bricks, and is most handy since it can be
thrown by hand from the holds through the bunker doors in the boiler-room bulkhead which after a time was left higher than the sinking level of the
coal. The coal to be landed was this patent fuel, and it was now decided to shift farther aft all the patent fuel which was left, and stack it
against the boiler-room bulkhead, the coal which was originally there
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having been fed to the furnaces. Thus the dust which was finding its way through the floorboards, and choking the pumps, could be swept up, and a good stow could be made preparatory to the final fit-out in New Zealand,
while the coal which was to be taken on board at Lyttelton could be loaded through the main hatch.
In the meantime the gale which had sprung up six days before and prevented us landing had died down. After leaving St. Paul we had let the fires out and run under sail alone, and the following two days we ran 119 and 141 miles respectively, being practically becalmed at times on the following day, and only running 66 miles.
By Tuesday night, September 27, we had finished the coaling, and we celebrated the occasion by a champagne dinner. At the same time we raised steam. Scott was anxious to push on, and so indeed was everybody else.
But the wind was not disposed to help us, and headed us a good deal during the next few days, and it was not until October 2 that we were able to set all plain sail in the morning watch.
This absence of westerly winds in a region in which they are usually too strong for comfort was explained by Pennell by a theory that we were travelling in an anticyclone, which itself was travelling in front of a
cyclone behind us. We were probably moving under steam about the same pace as the disturbance, which would average some 150 miles a day.
From this may be explained many of the reports of continual bad weather met by sailing ships and steamers in these latitudes. If we had been a
sailing ship without auxiliary steam the cyclone would have caught us up,
and we should have been travelling with it, and consequently in continual
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bad weather. On the other hand, a steamer pure and simple would have steamed through good and bad alike. But we, with our auxiliary steam, only made much the same headway as the disturbance travelling in our wake, and so remained in the anticyclone.
Physical observations were made on the outward voyage by Simpson and Wright[36] into the atmospheric electricity over the ocean, one set of which consisted of an inquiry into the potential gradient, and observations were undertaken at Melbourne for the determination of the absolute value of the potential gradient over the sea.[37] Numerous
observations were also made on the radium content of the atmosphere over the ocean, to be compared afterwards with observations in the Antarctic
air. The variations in radium content were not large. Results were also obtained on the voyage of the Terra Nova to New Zealand upon the subject of natural ionization in closed vessels.
In addition to the work of the ship and the physical work above mentioned, work in vertebrate zoology, marine biology and magnetism, together with four-hourly observations of the salinity and temperature of the sea, was carried out during the whole voyage.
In vertebrate zoology Wilson kept an accurate record of birds, and he and
Lillie another record of whales and dolphins. All the birds which could be caught, both at sea and on South Trinidad Island, were skinned and
made up into museum specimens. They were also examined for external and
internal parasites by Wilson, Atkinson and myself, as were also such fish and other animals as could be caught, including flying fish, a shark, and last but not least, whales in New Zealand.
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The method of catching these birds may be worth describing. A bent nail was tied to a line, the other end of which was made fast to the halyards
over the stern. Sufficient length of line was allowed either to cause the
nail to just trail in the sea in the wake of the ship or for the line to
just clear the sea. Thus when the halyard was hoisted to some thirty or forty feet above the deck, the line would be covering a considerable distance of sea.
The birds flying round the ship congregate for the main part in the wake, for here they find the scraps thrown overboard on which they feed. I have seen six albatross all together trying to eat up an empty treacle tin.
As they fly to and fro their wings are liable to touch the line which is spread out over the sea. Sometimes they will hit the line with the tips of their wings, and then there is no resulting capture, but sooner or later a bird will touch the line with the part of the wing above the elbow-joint (humerus). It seems that on feeling the contact the bird suddenly wheels in the air, thereby causing a loop in the line which
tightens round the bone. At any rate the next thing that happens is that the bird is struggling on the line and may be hauled on board.
The difficulty is to get a line which is light enough to fly in the air,
but yet strong enough to hold the large birds, such as albatross, without breaking. We tried fishing line with no success, but eventually managed to buy some 5-ply extra strong cobbler's thread, which is excellent for
the purpose. But we wanted not only specimens, but also observations of the species, the numbers which appeared, and their habits, for little is known as yet of these sea birds. And so we enlisted the help of all who
were interested, and it may be said that all the officers and many of the
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seamen had a hand in producing the log of sea birds, to which additions were made almost hourly throughout the daylight hours. Most officers and men knew the more common sea birds in the open ocean, and certainly of
those in the pack and fringes of the Antarctic continent, which, with rare exceptions, is the southern limit of bird life.
A number of observations of whales, illustrated by Wilson, were made, but the results so far as the seas from England to the Cape and New Zealand are concerned, are not of great importance, partly because close views
were seldom obtained, and partly because the whales inhabiting these seas are fairly well known. On October 3, 1910, in latitude 42Adeg 17A S. and longitude 111Adeg 18A E., two adults of Balaenoptera borealis (Northern Rorqual) were following the ship close under the counter, length 50 feet, with a light-coloured calf some 18-20 feet long swimming with them. It was established by this and by a later observation in New Zealand, when Lillie helped to cut up a similar whale at the Norwegian Whaling Station
at the Bay of Islands, that this Rorqual which frequents the
sub-Antarctic seas is identical with our Northern Rorqual;[38] but this