through the hawse-hole. Precisely at midnight the anchor let go of the bottom, and just as the Seventh of June[3], rolled in over us, the Fram stood out of Christiania Fjord for the third time. Twice already had a band of stout-hearted men brought this ship back with honour after years of service. Would it be vouchsafed to us to uphold this honourable tradition? Such were, no doubt, the thoughts with which most of us were occupied as our vessel glided over the motionless fjord in the light summer night. The start was made under the sign of the Seventh of June, and this was taken as a promising omen; but among our bright and confident hopes there 34 crept a shadow of melancholy. The hillsides, the woods, the fjord -- all were so bewitchingly fair and so dear to us. They called to us with their allurement, but the Diesel motor knew no pity. Its tuff-tuff went on brutally through the stillness. A little boat, in which were some of my nearest relations, dropped gradually astern. There was a glimpse of white handkerchiefs in the twilight, and then -- farewell! The next morning we were moored in the inner harbour at Horten. An apparently innocent lighter came alongside at once, but the lighter's cargo was not quite so innocent as its appearance. It consisted of no less than half a ton of gun-cotton and rifle ammunition, a somewhat unpleasant, but none the less necessary, item of our equipment. Besides taking on board the ammunition, we availed ourselves of the opportunity of completing our water-supply. When this was done, we lost no time in getting away. As we passed the warships lying in the harbour they manned ship, and the bands played the National Anthem. Outside Vealos we had the pleasure of waving a last farewell to a man to whom the expedition will always owe a debt of gratitude, Captain Christian Blom, Superintendent of the dockyard, who had supervised the extensive repairs to the Fram with unrelaxing interest and obligingness. He slipped past us in his sailing-boat; I do not remember if he got a cheer. If he did not, it was a mistake. Now we were on our way to the South, as the heading of this chapter announces, though not yet in earnest. We had an additional task before us: the oceanographical cruise in the Atlantic. This necessitated a considerable detour on the way. The scientific results of this cruise will be dealt with by specialists in due course; if it is briefly referred to here, this is chiefly for the sake of continuity. After consultation with Professor Nansen, the plan was to begin investigations in the region to the south of Ireland, and thence to work our way westward as far as time and circumstances permitted. The work was to be resumed on the homeward voyage in the direction of the North of Scotland. For various reasons this programme afterwards had to be considerably reduced. For the first few days after leaving Norway we were favoured with the most splendid summer weather. The North Sea was as calm as a millpond; the Fram had little more motion than when she was lying in Bundefjord. This was all the better for us, as we could hardly be said to be absolutely ready for sea when we passed Faerder, and came into the capricious Skagerak. Hard pressed as we had been for time, it had not been possible to lash and stow the last of our cargo as securely as was desirable; a stiff breeze at the mouth of the fjord would therefore have been rather inconvenient. As it was, everything was arranged admirably, but to do this we had to work night and day. I have been told that on former occasions seasickness made fearful ravages on board the Fram, but from this trial we also had an easy escape. Nearly all the members of the expedition were used to the sea, and the few who, perhaps, were not so entirely proof against it had a whole week of fine weather to get into training. So far as I know, not a single case occurred of this unpleasant and justly dreaded complaint. After passing the Dogger Bank we had a very welcome north-east breeze; with the help of the sails we could now increase the not very reckless speed that the motor was capable of accomplishing. Before we sailed, the most contradictory accounts were current of the Fram's sailing qualities. There were some who asserted that the ship could not be got through the water at all, while with equal force the contrary view was maintained -- that she was a notable fast sailer. As might be supposed, the truth as usual lay about halfway between these two extremes. The ship was no racer, nor was she an absolute log. We ran before the north-east wind towards the English Channel at a speed of about seven knots, and with that we were satisfied for the time being. The important question for us was whether we should keep the favourable wind till we were well through the Straits of Dover, and, preferably, a good way down Channel. Our engine power was far too limited to make it of any use trying to go against the wind, and we should have been obliged in that case to have recourse to the sailing-ship's method -- beating. Tacking in the English Channel -- the busiest part of the world's seas -- is in itself no very pleasant work; for us it would be so much the worse, as it would greatly encroach on the time that could be devoted to oceanographical investigations. But the east wind held with praiseworthy steadiness. In the course of a few days we were through the Channel, and about a week after leaving Norway we were able to take the first oceanographical station at the point arranged according to the plan. Hitherto everything had gone as smoothly as we could wish, but now, for a change, difficulties began to appear, first in the form of unfavourable weather When the north-wester begins to blow in the North Atlantic, it is generally a good while before it drops again, and this time it did not belie its reputation. Far from getting to the westward, we were threatened for a time with being driven on to the Irish coast. It was not quite so bad as that, but we soon found ourselves obliged to shorten the route originally laid down very considerably. A contributing cause of this determination was the fact that the motor was out of order. Whether it was the fault of the oil or a defect in the engine itself our engineer was not clear. It was therefore necessary to make for home in good time, in case of extensive repairs being required. In spite of these difficulties, we had a quite respectable collection of samples of water and temperatures at different depths before we set our course for Norway at the beginning of July, with Bergen as our destination. During the passage from the Pentland Firth we had a violent gale from the north, which gave us an opportunity of experiencing how the Fram behaved in bad weather. The trial was by no means an easy one. It was blowing a gale, with a cross sea; we kept going practically under full sail, and had the satisfaction of seeing our ship make over nine knots. In the rather severe rolling the collar of the mast in the fore-cabin was loosened a little; this let the water in, and there was a slight flooding of Lieutenant Nilsen's cabin and mine. The others, whose berths were to port, were on the weather side, and kept dry. We came out of it all with the loss of a few 35 boxes of cigars, which were wet through. They were not entirely lost for all that; Ronne took charge of them, and regaled himself with salt and mouldy cigars for six months afterwards. Going eight or nine knots an hour, we did not make much of the distance between Scotland and Norway. On the afternoon of Saturday, July 9, the wind dropped, and at the same time the lookout reported land in sight. This was Siggen on Bommelo. In the course of the night we came under the coast, and on Sunday morning, July 10, we ran into Saelbjomsfjord. We had no detailed chart of this inlet, but after making a great noise with our powerful air-siren, we at last roused the inmates of the pilot-station, and a pilot came aboard. He showed visible signs of surprise when he found out, by reading the name on the ship's side, that it was the Fram he had before him. "Lord, I thought you were a Russian!" he exclaimed. This supposition was presumably intended to serve as a sort of excuse for his small hurry in coming on board. It was a lovely trip through the fjords to Bergen, as warm and pleasant in here as it had been bitter and cold outside. We had a dead calm all day, and with the four knots an hour, which was all the motor could manage, it was late in the evening when we anchored off the naval dockyard in Solheimsvik. Our stay in Bergen happened at the time of the exhibition, and the committee paid the expedition the compliment of giving all its members free passes. Business of one kind and another compelled me to go to Christiania, leaving the Fram in charge of Lieutenant Nilsen. They had their hands more than full on board. Diesel's firm in Stockholm sent their experienced fitter, Aspelund, who at once set to work to overhaul the motor thoroughly. The work that had to be done was executed gratis by the Laxevaag engineering works. After going into the matter thoroughly, it was decided to change the solar oil we had on board for refined petroleum. Through the courtesy of the West of Norway Petroleum Company, we got this done on very favourable terms at the company's storage dock in Skaalevik. This was troublesome work, but it paid in the future. The samples of water from our trip were taken to the biological station, where Kutschin at once went to work with the filtering (determination of the proportion of chlorine). Our German shipmate, the oceanographer Schroer, left us at Bergen. On July 23 the Fram left Bergen, and arrived on the following day at Christiansand, where I met her. Here we again had a series of busy days. In one of the Custom-house warehouses were piled a quantity of things that had to go on board: no less than 400 bundles of dried fish, all our ski and sledging
