South! Ernest Shackleton (affordable ebook reader .TXT) 📖

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 +12° F. 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 southwesterly 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 hundredweight 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 northwesterly 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. 69° 11′ S., long. 51° 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 cofferdam 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 cofferdam 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 up the bilges to keep the coal out, and rush on deck, very thankful to find ourselves safe again in the open air.”

Monday, October 25, dawned cloudy and misty, with a minus temperature and a strong southeasterly breeze. All hands were pumping at intervals and assisting the carpenter with the cofferdam. The leak was being kept under fairly easily, but the outlook was bad. Heavy pressure-ridges were forming in all directions, and though the immediate pressure upon the ship was not severe, I realized that the respite would not be prolonged. The pack within our range of vision was being subjected to enormous compression, such as might be caused by cyclonic winds, opposing ocean currents, or constriction in a channel of some description. The pressure-ridges, massive and threatening, testified to the overwhelming nature of the forces that were at work. Huge blocks of ice, weighing many tons, were lifted into the air and tossed aside as