and the fact suggested that the contour-lines ran east and west, roughly. Our total drift between January 19, when the ship was frozen in, and March 31, a period of seventy-one days, had been 95 miles in a N. 80deg W. direction. The icebergs around us had not changed their relative positions.
The sun sank lower in the sky, the temperatures became lower, and the Endurance felt the grip of the icy hand of winter. Two north-easterly gales in the early part of April assisted to consolidate the pack. The young ice was thickening rapidly, and though leads were visible occasionally from the ship, no opening of a considerable size appeared in our neighbourhood. In the early morning of April 1 we listened again for the wireless signals from Port Stanley. The crew had lashed three 20-ft. rickers to the mastheads in order to increase the spread of our aerials, but still we failed to hear anything. The rickers had to come down subsequently, since we found that the gear could not carry the accumulating weight of rime. Soundings proved that the sea continued to shoal as the Endurance drifted to the north-west. The depth on April 2 was 262 fathoms, with a bottom of glacial mud. Four weeks later a sounding gave 172 fathoms. The presence of grit in the bottom samples towards the end of the month suggested that we were approaching land again.
The month was not uneventful. During the night of the 3rd we heard the ice grinding to the eastward, and in the morning we saw that young ice was rafted 8 to 10 ft. high in places. This was the first murmur of the danger that was to reach menacing proportions in later months. The ice was heard grinding and creaking during the 4th and the ship vibrated slightly. The movement of the floe was
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sufficiently pronounced to interfere with the magnetic work. I gave orders that accumulations of snow, ice, and rubbish alongside the Endurance should be shovelled away, so that in case of pressure there would be no weight against the topsides to check the ship rising above the ice. All hands were busy with pick and shovel during the day, and moved many tons of material. Again, on the 9th, there were signs of pressure. Young ice was piled up to a height of 11 ft. astern of the ship, and the old floe was cracked in places. The movement was not serious, but I realized that it might be the beginning of trouble for the Expedition. We brought certain stores aboard and provided space on deck for the dogs in case they had to be removed from the floe at short notice. We had run a
500-fathom steel wire round the ship, snow-huts, and kennels, with a loop out to the lead ahead, where the dredge was used. This wire was supported on ice-pillars, and it served as a guide in bad weather when the view was obscured by driving snow and a man might have lost himself altogether. I had this wire cut in five places, since otherwise it might have been dragged across our section of the floe with damaging effect in the event of the ice splitting suddenly.
The dogs had been divided into six teams of nine dogs each. Wild, Crean, Macklin, McIlroy, Marston, and Hurley each had charge of a team, and were fully responsible for the exercising, training, and feeding of their own dogs. They called in one of the surgeons when an animal was sick. We were still losing some dogs through worms, and it was unfortunate that the doctors had not the proper remedies. Worm-powders were to have been provided by the expert Canadian dog-driver I had engaged before sailing for the south, and when this man did not join the Expedition the matter was overlooked. We had fifty-four dogs and eight pups early in April, but several were ailing, and the number of mature dogs was reduced to fifty by the end of the month. Our store of seal meat amounted now to about 5000 lbs., and I calculated that we had enough meat and blubber to feed the dogs for ninety days without trenching upon the sledging rations. The teams were working well, often with heavy loads. The biggest dog was Hercules, who tipped the beam at 86 lbs. Samson was 11 lbs. lighter, but he justified his name one day by starting off at a smart pace with a sledge carrying 200 lbs.
of blubber and a driver.
A new berg that was going to give us some cause for anxiety made its appearance on the 14th. It was a big berg, and we noticed as
it lay on the north-west horizon that it had a hummocky, crevassed appearance at the east end. During the day this berg increased its apparent altitude and changed its bearing slightly. Evidently it was aground and was holding its position against the drifting pack. A sounding at 11 a.m. gave 197 fathoms, with a hard stony or rocky bottom. During the next twenty-four hours the Endurance moved steadily towards the crevassed berg, which doubled its altitude in that time. We could see from the masthead that the pack was piling and rafting against the mass of ice, and it was easy to imagine what would be the fate of the ship if she entered the area of disturbance. She would be crushed like an egg-shell amid the shattering masses.
Worsley was in the crow's-nest on the evening of the 15th, watching for signs of land to the westward, and he reported an interesting phenomenon. The sun set amid a glow of prismatic colours on a line of clouds just above the horizon. A minute later Worsley saw a golden glow, which expanded as he watched it, and presently the sun appeared again and rose a semi-diameter clear above the western horizon. He hailed Crean, who from a position on the floe 90 ft. below the crow's-nest also saw the re-born sun. A quarter
of an hour later from the deck Worsley saw the sun set a second time. This strange phenomenon was due to mirage or refraction. We attributed it to an ice-crack to the westward, where the band of open water had heated a stratum of air.
The drift of the pack was not constant, and during the succeeding days the crevassed berg alternately advanced and receded as the
Endurance moved with the floe. On Sunday, April 18, it was only seven miles distant from the ship.
"It is a large berg, about three-quarters of a mile long on the side presented to us and probably well over 200 ft. high. It is heavily crevassed, as though it once formed the serac portion of a glacier. Two specially wide and deep chasms across it from south-east to north-west give it the appearance of having broken its back on the shoal-ground. Huge masses of pressure-ice are piled against its cliffs to a height of about 60 ft., showing the stupendous force that is being brought to bear upon it by the drifting pack. The berg must be very firmly aground. We swing the arrow on the current-meter frequently and watch with keen attention to see where it will come to rest. Will it point straight for the berg, showing that our drift is in that direction? It swings slowly round. It points to the north-east end of the berg, then shifts slowly to the centre and seems to stop; but it moves again and swings 20 degrees clear of our enemy to the south-west. . . . We notice that two familiar bergs, the Rampart Berg and the Peak Berg, have moved away from the ship. Probably they also have grounded or dragged on the shoal."
A strong drift to the westward during the night of the 18th relieved our anxiety by carrying the Endurance to the lee of the crevassed berg, which passed out of our range of vision before the end of the month.
We said good-bye to the sun on May 1 and entered the period of twilight that would be followed by the darkness of midwinter. The sun by the aid of refraction just cleared the horizon at noon and set shortly before 2 p.m. A fine aurora in the evening was dimmed by the full moon, which had risen on April 27 and would not set again until May 6. The disappearance of the sun is apt to be a depressing event in the polar regions, where the long months of darkness involve mental as well as physical strain. But the Endurance's company refused to abandon their customary cheerfulness, and a concert in the evening made the Ritz a scene of noisy merriment,
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in strange contrast with the cold, silent world that lay outside. "One feels our helplessness as the long winter night closes upon us. By this time, if fortune had smiled upon the Expedition, we would have been comfortably and securely established in a shore base, with depots laid to the south and plans made for the long march in the spring and summer. Where will we make a landing now? It is not easy to forecast the future. The ice may open in the spring, but by that time we will be far to the north-west. I do not think we shall be able to work back to Vahsel Bay. There are possible landing-places