gravely from some point of vantage on the floe and gave utterance to an apparently derisive "Knark!" At 7 p.m. on the 13th the ship broke free of the floe on which she had rested to starboard sufficiently to come upright. The rudder freed itself, but the propeller was found to be athwartship, having been forced into that position by the floe some time after August 1. The water was very clear and we could see the rudder, which appeared to have suffered only a slight twist to port at the water-line. It moved quite freely. The propeller, as far as we could see, was intact, but it could not be moved by the hand-gear, probably owing to a film of ice in the stern gland and sleeve. I did not think it advisable to attempt to deal with it at that stage. The ship had not been pumped for eight months, but there was no water and not much ice in the bilges. Meals were served again in the wardroom that day.
The south-westerly breeze freshened to a gale on the 14th, and the temperature fell from +31deg Fahr. to --1deg Fahr. At midnight the ship came free from the floe and drifted rapidly astern. Her head fell off before the wind until she lay nearly at right-angles across the narrow lead. This was a dangerous position for rudder and propeller. The spanker was set, but the weight of the wind on the ship gradually forced the floes open until the Endurance swung right round and drove 100 yds. along the lead. Then the ice closed and at 3 a.m. we were fast again. The wind died down during the day and the pack opened for five or six miles to the north. It was
still loose on the following morning, and I had the boiler pumped up with the intention of attempting to clear the propeller; but one of the manholes developed a leak, the packing being perished by cold or loosened by contraction, and the boiler had to be emptied out again.
The pack was rather closer on Sunday the 17th. Topsails and head-sails were set in the afternoon, and with a moderate north-east- erly breeze we tried to force the ship ahead out of the lead; but she was held fast. Later that day heavy pressure developed. The two floes between which the Endurance was lying began to close and the ship was subjected to a series of tremendously heavy strains. In the engine-room, the weakest point, loud groans, crashes, and hammering sounds were heard. The iron plates on the floor buckled up and overrode with loud clangs. Meanwhile the floes were grinding off each other's projecting points and throwing up pressure-
ridges. The ship stood the strain well for nearly an hour and then, to my great relief, began to rise with heavy jerks and jars. She lifted ten inches forward and three feet four inches aft, at the same time heeling six degrees to port. The ice was getting below us and the immediate danger had passed. The position was lat. 69deg 19 S., long. 50deg 40 W.
The next attack of the ice came on the afternoon of October 18th. The two floes began to move laterally, exerting great pressure on the ship. Suddenly the floe on the port side cracked and huge pieces of ice shot up from under the port bilge. Within a few seconds the ship heeled over until she had a list of thirty degrees to port, being held under the starboard bilge by the opposing floe. The lee boats were now almost resting on the floe. The midship dog-kennels broke away and crashed down on to the lee kennels, and the howls and barks of the frightened dogs assisted to create a perfect pandemonium. Everything movable on deck and below fell to
the lee side, and for a few minutes it looked as if the Endurance would be thrown upon her beam ends. Order was soon restored. I had all fires put out and battens nailed on the deck to give the dogs a foothold and enable people to get about. Then the crew lashed all the movable gear. If the ship had heeled any farther it would have been necessary to release the lee boats and pull them clear, and Worsley was watching to give the alarm. Hurley meanwhile descended to the floe and took some photographs of the ship in her unusual position. Dinner in the wardroom that evening was a curious affair. Most of the diners had to sit on the deck, their feet against battens and their plates on their knees. At 8 p.m. the floes opened, and within a few minutes the Endurance was nearly upright again. Orders were given for the ice to be chipped clear of the rudder. The men poled the blocks out of the way when they
had been detached from the floe with the long ice-chisels, and we were able to haul the ship's stern into a clear berth. Then the boiler was pumped up. This work was completed early in the morning of October 19, and during that day the engineer lit fires and got up steam very slowly, in order to economize fuel and avoid any strain on the chilled boilers by unequal heating. The crew cut up all loose lumber, boxes, etc., and put them in the bunkers for fuel. The day was overcast, with occasional snowfalls, the temperature +12deg
30
Fahr. The ice in our neighbourhood was quiet, but in the distance pressure was at work. The wind freshened in the evening, and we ran a wire-mooring astern. The barometer at 11 p.m. stood at 28.96, the lowest since the gales of July. An uproar among the dogs attracted attention late in the afternoon, and we found a 25-ft. whale cruising up and down in our pool. It pushed its head up once in characteristic killer fashion, but we judged from its small curved dorsal fin that it was a specimen of Balaenoptera acutorostrata, not Orca gladiator.
A strong south-westerly wind was blowing on October 20 and the pack was working. The Endurance was imprisoned securely in the pool, but our chance might come at any time. Watches were set so as to be ready for working ship. Wild and Hudson, Greenstreet and Cheetham, Worsley and Crean, took the deck watches, and the Chief Engineer and Second Engineer kept watch and watch with three of the A.B.'s for stokers. The staff and the forward hands, with the exception of the cook, the carpenter and his mate, were
on "watch and watch"--that is, four hours on deck and four hours below, or off duty. The carpenter was busy making a light punt, which might prove useful in the navigation of lanes and channels. At 11 a.m. we gave the engines a gentle trial turn astern. Everything worked well after eight months of frozen inactivity, except that the bilge-pump and the discharge proved to be frozen up; they were cleared with some little difficulty. The engineer reported that to get steam he had used one ton of coal, with wood-ashes and blubber. The fires required to keep the boiler warm consumed one and a quarter to one and a half hundred-weight of coal per day. We had about fifty tons of coal remaining in the bunkers.
October 21 and 22 were days of low temperature, which caused the open leads to freeze over. The pack was working, and ever and anon the roar of pressure came to our ears. We waited for the next move of the gigantic forces arrayed against us. The 23rd brought a strong north-westerly wind, and the movement of the floes and pressure-ridges became more formidable. Then on Sunday, October 24, there came what for the Endurance was the beginning of the end. The position was lat. 69deg 11 S., long. 51deg 5 W. We had now twenty-two and a half hours of daylight, and throughout the day we watched the threatening advance of the floes. At 6.45 p.m. the ship sustained heavy pressure in a dangerous position. The attack of the ice is illustrated roughly in the appended diagram. The shaded portions represent the pool, covered with new ice that afforded no support to the ship, and the arrows indicate the direction of the pressure exercised by the thick floes and pressure-ridges. The onslaught was all but irresistible. The Endurance groaned and quivered as her starboard quarter was forced against the floe, twisting the sternpost and starting the heads and ends of planking. The ice had lateral as well as forward movement, and the ship was twisted and actually bent by the stresses. She began to leak dangerously at once.
I had the pumps rigged, got up steam, and started the bilge-pumps at 8 p.m. The pressure by that time had relaxed. The ship was making water rapidly aft, and the carpenter set to work to make a coffer-dam astern of the engines. All hands worked, watch and watch, throughout the night, pumping ship and helping the carpenter. By morning the leak was being kept in check. The carpenter and his assistants caulked the coffer-dam with strips of blankets and nailed strips over the seams wherever possible. The main or hand pump was frozen up and could not be used at once. After it had been knocked out Worsley, Greenstreet, and Hudson went down in the bunkers and cleared the ice from the bilges. "This is not a pleasant job," wrote Worsley. "We have to dig a hole down through the coal while the beams and timbers groan and crack all around us like pistol-shots. The darkness is almost complete, and we mess about in the wet with half-frozen hands and try to keep the coal from slipping back into the bilges. The men on deck pour buckets of boiling water from the galley down the pipe as we prod and hammer from below, and at last we get the pump clear, cover