The Home of the Blizzard / Being the Story of the Australasian Antarctic Expedition, 1911-1914

Notwithstanding the fact that it has been repeatedly stated in the public press that the Australasian Antarctic expedition had no intention of making the South Geographical Pole its objective, it is evident that our aims were not properly realized by a large section of the British public, considering that many references have appeared in print attributing that purpose to the undertaking. With three other Antarctic expeditions already in the field, it appeared to many, therefore, that the venture was entirely superfluous.

The Expedition had a problem sketched in unmistakable feature, and the following pages will shortly set forth its historical origin and rationale.

The Antarctic problem** assumed its modern aspect after Captain Cook's circumnavigation of the globe in high southern latitudes, accomplished between 1772 and 1775. Fact replaced the fiction and surmise of former times, and maps appeared showing a large blank area at the southern extremity of the earth, where speculative cartographers had affirmed the existence of habitable land extending far towards the Equator. Cook's voyage made it clear that if there were any considerable mass of Antarctic land, it must indubitably lie within the Antarctic Circle, and be subjected to such stringent climatic conditions as to render it an unlikely habitation for man.

** Dr. H. R. Mill has compiled a complete account of Antarctic

exploration in his "Siege of the South Pole." Refer also to the

Historical Appendix for an abridged statement.

Cook's reports of seals on the island of South Georgia initiated in the Antarctic seas south of America a commercial enterprise, which is still carried on, and has incidentally thrown much light upon the geography of the South Polar regions. Indeed, almost the whole of such information, prior to the year 1839, was the outcome of sealing and whaling projects.

About the year 1840, a wave of scientific enthusiasm resulted in the dispatch of three national expeditions by France, the United States, and Great Britain; part at least of whose programmes was Antarctic exploration. Russia had previously sent out an expedition which had made notable discoveries.

The contributions to knowledge gained at this period were considerable. Those carried back to civilization by the British expedition under Ross, are so well known that they need not be described. The French under Dumont D'Urville and the Americans under Wilkes visited the region to the southward of Australia-the arena of our own efforts-and frequent references will be made to their work throughout this story.

What has been termed the period of averted interest now intervened, before the modern movement set in with overpowering insistence. It was not till 1897 that it had commenced in earnest. Since then many adventurers have gone forth; most of the prominent civilized nations taking their share in exploration. By their joint efforts some, at least, of the mystery of Antarctica has been dispelled.

It is now a commonplace, largely in the world of geographical concerns, that the earth has still another continent, unique in character, whose ultimate bounds are merely pieced together from a fragmentary outline. The Continent itself appears to have been sighted for the first time in the year 1820, but no human being actually set foot on it until 1895. The Belgian expedition under de Gerlache was the first to experience the Antarctic winter, spending the year 1898 drifting helplessly, frozen in the pack-ice, to the southward of America. In the following year a British expedition under Borchgrevinck, wintering at Cape Adare, passed a year upon the Antarctic mainland.

The main efforts of recent years have been centred upon the two more accessible areas, namely, that in the American Quadrant** which is prolonged as a tongue of land outside the Antarctic Circle, being consequently less beset by ice; secondly, the vicinity of the Ross Sea in the Australian Quadrant. It is because these two favoured domains have for special reasons attracted the stream of exploration that the major portion of Antarctica is unknown. Nevertheless, one is in a position to sketch broad features which will probably not be radically altered by any future expeditions.

** For convenience, the Antarctic regions may be referred to in four

main divisions, corresponding with the quadrants of the hemisphere. Of

the several suggestions thrown out by previous writers, the one adopted

here is that based on the meridian of Greenwich, referring the quadrants

to an adjacent continent or ocean. Thus the American Quadrant lies

between 0 degrees and 90 degrees W., the African Quadrant between

0 degrees and 90 degrees E., and the Australian Quadrant between 90

degrees and 180 degrees E. The fourth division is called the Pacific

Quadrant, since ocean alone lies to the north of it.

Certain it is that a continent approaching the combined areas of Australia and Europe lies more or less buried beneath the South Polar snows; though any statement of the precise area is insufficient for a proper appreciation of the magnitude, unless its elevated plateau-like character be also taken into consideration. It appears to be highest over a wide central crown rising to more than ten thousand feet. Of the remainder, there is little doubt that the major portion stands as high as six thousand feet. The average elevation must far exceed that of any other continent, for, with peaks nineteen thousand feet above sea-level, its mountainous topography is remarkable. Along the coast of Victoria Land, in the Australian Quadrant, are some of the most majestic vistas of alpine scenery that the world affords. Rock exposures are rare, ice appearing everywhere except in the most favoured places.

Regarding plant and animal life upon the land there is little to say. The vegetable kingdom is represented by plants of low organization such as mosses, lichens, diatoms and algae. The animal world, so far as true land-forms are concerned, is limited to types like the protozoa (lowest in the organic scale), rotifera and minute insect-like mites which lurk hidden away amongst the tufts of moss or on the under side of loose stones. Bacteria, most fundamental of all, at the basis, so to speak, of animal and vegetable life, have a manifold distribution.

It is a very different matter when we turn to the life of the neighbouring seas, for that vies in abundance with the warmer waters of lower latitudes. There are innumerable seals, many sea-birds and millions of penguins. As all these breed on Antarctic shores, the coastal margin of the continent is not so desolate.

In view of the fact that life, including land-mammals, is abundant in the North Polar regions, it may be asked why analogous forms are not better represented in corresponding southern latitudes. Without going too deeply into the question, it may be briefly stated, firstly, that a more widespread glaciation than at present prevails invested the great southern continent and its environing seas, within recent geological times, effectually exterminating any pre-existing land life. Secondly, since that period the continent has been isolated by a wide belt of ocean from other lands, from which restocking might have taken place after the manner of the North Polar regions. Finally, climatic conditions in the Antarctic are, latitude for latitude, much more severe than in the Arctic.

With regard to climate in general, Antarctica has the lowest mean temperature and the highest wind-velocity of any land existing. This naturally follows from the fact that it is a lofty expanse of ice-clad land circumscribing the Pole, and that the Antarctic summer occurs when the earth is farther from the sun than is the case during the Arctic summer.

There are those who would impatiently ask, "What is the use of it all?" The answer is brief.

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Antarctic Land discoveries preceding the year 1910

The polar regions, like any other part of the globe, may be said to be paved with facts, the essence of which it is necessary to acquire before knowledge of this special zone can be brought to even a provisional exactitude. On the face of it, polar research may seem to be specific and discriminating, but it must be remembered that an advance in any one of the departments into which, for convenience, science is artificially divided, conduces to the advantage of all. Science is a homogeneous whole. If we ignore the facts contained in one part of the world, surely we are hampering scientific advance. It is obvious to every one that, given only a fraction of the pieces, it is a much more difficult task to put together a jig-saw puzzle and obtain an idea of the finished pattern than were all the pieces at hand. The pieces of the jig-saw puzzle are the data of science.

Though it is not sufficiently recognized, the advance of science is attended by a corresponding increase in the creature comforts of man. Again, from an economic aspect, the frozen South may not attract immediate attention. But who can say what a train of enterprise the future may bring?

Captain James Cook, on his return to London after the circumnavigation of Antarctica, held that the far-southern lands had no future. Yet, a few years later, great profits were being returned to Great Britain and the United States from sealing-stations established as a result of Cook's own observations. At the present day, several whaling companies have flourishing industries in the Antarctic waters within the American Quadrant.

Even now much can be said in regard to the possibilities offered by the Antarctic regions for economic development, but, year by year, the outlook will widen, since man is constantly resorting to subtler and more ingenious artifice in applying Nature's resources. It will be remembered that Charles Darwin, when in Australia, predicted a very limited commercial future for New South Wales. But the mastery of man overcame the difficulties which Darwin's too penetrating mind foresaw.

What will be the role of the South in the progress of civilization and in the development of the arts and sciences, is not now obvious. As sure as there is here a vast mass of land with potentialities, strictly limited at present, so surely will it be cemented some day within the universal plinth of things.

An unknown coast-line lay before the door of Australia. Following on the general advance of exploration, and as a sequel to several important discoveries, the time arrived when a complete elucidation of the Antarctic problem was more than ever desirable. In the Australian Quadrant, the broad geographical features of the Ross Sea area were well known, but of the remainder and greater portion of the tract only vague and imperfect reports could be supplied.

Before submitting our plans in outline, it will be as well to review the stage at which discovery had arrived when our Expedition came upon the scene.

The coast-line of the eastern extremity of the Australian Quadrant, including the outline of the Ross Sea and the coast west-north-west of Cape Adare as far as Cape North, was charted by Ross and has been amplified by seven later expeditions. In the region west of Cape North, recent explorers had done little up till 1911. Scott in the 'Discovery' had disproved the existence of some of Wilkes's land; Shackleton in the 'Nimrod' had viewed some forty miles of high land beyond Cape North; lastly, on the eve of our departure, Scott's 'Terra Nova' had met two patches of new land-Oates Land-still farther west, making it evident that the continent ranged at least two hundred and eighty miles in a west-north-west direction from Cape Adare.

Just outside the western limit of the Australian Quadrant lies Gaussberg, discovered by a German expedition under Drygalski in 1902. Between the most westerly point sighted by the 'Terra Nova' and Gaussberg, there is a circuit of two thousand miles, bordering the Antarctic Circle, which no vessel had navigated previous to 1840.

This was the arena of our activities and, therefore, a synopsis of the voyages of early mariners will be enlightening.

Balleny, a whaling-master, with the schooner 'Eliza Scott' of one hundred and fifty-four tons, and a cutter, the 'Sabrina' of fifty-four tons, was the first to meet with success in these waters. Proceeding southward from New Zealand in 1839, he located the Balleny Islands, a group containing active volcanoes, lying about two hundred miles off the nearest part of the mainland and to the north-west of Cape Adare. Leaving these islands, Balleny sailed westward keeping a look-out for new land. During a gale the vessels became separated and the 'Sabrina' was lost with all hands. Balleny in the 'Eliza Scott' arrived safely in England and reported doubtful land in 122 degrees E. longitude, approximately. Dr. H. R. Mill says: "Although the name of the cutter 'Sabrina' has been given to an appearance of land at this point, we cannot look upon its discovery as proved by the vague reference made by the explorers."

On January 1, 1840, Dumont D'Urville sailed southward from Hobart in command of two corvettes, the 'Astrolabe' and the 'Zelee'. Without much obstruction from floating ice, he came within sight of the Antarctic coast, thenceforth known as Adelie Land. The expedition did not set foot on the mainland, but on an adjacent island. They remained in the vicinity of the coast for a few days, when a gale sprang up which was hazardously weathered on the windward side of the pack-ice. The ships then cruised along the face of flat-topped ice-cliffs, of the type known as barrier-ice or shelf-ice, which were taken to be connected with land and named Cote Clarie. As will be seen later, Cote Clarie does not exist.

Dr. H. R. Mill sums up the work done by the French expedition during its eleven days' sojourn in the vicinity of the Antarctic coast:

"D'Urville's discoveries of land were of but little account. He twice traced out considerable stretches of a solid barrier of ice, and at one point saw and landed upon rocks in front of it; but he could only give the vaguest account of what lay behind the barrier."

Wilkes of the American expedition proceeded south from Sydney at the close of 1839. His vessels were the 'Vincennes', a sloop of war of seven hundred and eighty tons, the 'Peacock', another sloop of six hundred and fifty tons, the 'Porpoise', a gun-brig of two hundred and thirty tons and a tender, the 'Flying Fish' of ninety-six tons. The scientists of the expedition were precluded from joining in this part of the programme, and were left behind in Sydney. Wilkes himself was loud in his denunciation both of the ships and of the stores, though they had been specially assembled by the naval department. The ships were in Antarctic waters for a period of forty-two days, most of the time separated by gales, during which the crews showed great skill in navigating their ill-fitted crafts and suffered great hardships.

Land was reported almost daily, but, unfortunately, subsequent exploration has shown that most of the landfalls do not exist. Several soundings made by Wilkes were indicative of the approach to land, but he must have frequently mistaken for it distant ice-masses frozen in the pack. Experience has proved what deceptive light-effects may be observed amid the ice and how easily a mirage may simulate reality.

Whatever the cause of Wilkes's errors, the truth remains that Ross sailed over land indicated in a rough chart which had been forwarded to him by Wilkes, just before the British expedition set out. More recently, Captain Scott in the 'Discovery' erased many of the landfalls of Wilkes, and now we have still further reduced their number. The 'Challenger' approached within fifteen miles of the western extremity of Wilkes's Termination Land, but saw no sign of it. The 'Gauss' in the same waters charted Kaiser Wilhelm II Land well to the south of Termination Land, and the eastward continuation of the former could not have been visible from Wilkes's ship. After the voyage of the 'Discovery', the landfalls, the existence of which had not been disproved, might well have been regarded as requiring confirmation before their validity could be recognised.

The only spot where rocks were reported in situ was in Adelie Land, where the French had anticipated the Americans by seven days. Farther west, earth and stones had been collected by Wilkes from material embedded in floating masses of ice off the coast of his Knox Land. These facts lend credence to Wilkes's claims of land in that vicinity. His expedition did not once set foot on Antarctic shores, and, possibly on account of the absence of the scientific staff, his descriptions tend to be inexact and obscure. The soundings made by Wilkes were sufficient to show that he was probably in some places at no great distance from the coast, and, considering that his work was carried out in the days of sailing-ships, in unsuitable craft, under the most adverse weather conditions, with crews scurvy-stricken and discontented, it is wonderful how much was achieved. We may amply testify that he did more than open the field for future expeditions.

After we had taken into account the valuable soundings of the 'Challenger' (1872), the above comprised our knowledge concerning some two thousand miles of prospective coast lying to the southward of Australia, at a time when the plans of the Australasian expedition were being formulated.

The original plans for the expedition were somewhat modified upon my return from Europe. Briefly stated, it was decided that a party of five men should be stationed at Macquarie Island, a sub-antarctic possession of the Commonwealth. They were to be provided with a hut, stores and a complete wireless plant, and were to prosecute general scientific investigations, co-operating with the Antarctic bases in meteorological and other work. After disembarking the party at Macquarie Island, the 'Aurora' was to proceed south on a meridian of 158 degrees E. longitude, to the westward of which the Antarctic programme was to be conducted.

Twelve men, provisioned and equipped for a year's campaign and provided with wireless apparatus, were to be landed in Antarctica on the first possible opportunity at what would constitute a main base. Thereafter, proceeding westward, it was hoped that a second and a third party, consisting of six and eight men respectively, would be successively established on the continent at considerable distances apart. Of course we were well aware of the difficulties of landing even one party, but, as division of our forces would under normal conditions secure more scientific data, it was deemed advisable to be prepared for exceptionally favourable circumstances.

Macquarie Island, a busy station in the days of the early sealers, had become almost neglected. Little accurate information was to be had regarding it, and no reliable map existed. A few isolated facts had been gathered of its geology, and the anomalous fauna and flora sui generis had been but partially described. Its position, eight hundred and fifty miles south-south-east of Hobart, gave promise of valuable meteorological data relative to the atmospheric circulation of the Southern Hemisphere and of vital interest to the shipping of Australia and New Zealand.

As to the Antarctic sphere of work, it has been seen that very little was known of the vast region which was our goal. It is sufficient to say that almost every observation would be fresh material added to the sum of human knowledge.

In addition to the work to be conducted from the land bases, it was intended that oceanographic investigations should be carried on by the 'Aurora' as far as funds would allow. With this object in view, provision was made for the necessary apparatus which would enable the ship's party to make extensive investigations of the ocean and its floor over the broad belt between Australia and the Antarctic Continent. This was an important branch of study, for science is just as much interested in the greatest depths of the ocean as with the corresponding elevations of the land. Indeed, at the present day, the former is perhaps the greater field.

The scope of our intentions was regarded by some as over-ambitious, but knowing

How far high failure overleaps the bound

Of low successes,

and seeing nothing impossible in these arrangements, we continued to adhere to them as closely as possible, with what fortune remains to be told.

To secure a suitable vessel was a matter of fundamental importance. There was no question of having a ship built to our design, for the requisite expenditure might well have exceeded the whole cost of our Expedition. Accordingly the best obtainable vessel was purchased, and modified to fulfil our requirements. Such craft are not to be had in southern waters; they are only to be found engaged in Arctic whaling and sealing.

The primary consideration in the design of a vessel built to navigate amid the ice is that the hull be very staunch, capable of driving into the pack and of resisting lateral pressure, if the ice should close in around it.

So a thick-walled timber vessel, with adequate stiffening in the framework, would meet the case. The construction being of wood imparts a certain elasticity, which is of great advantage in easing the shock of impacts with floating ice. As has been tragically illustrated in a recent disaster, the ordinary steel ship would be ripped on its first contact with the ice. Another device, to obviate the shock and to assist in forging a way through the floe-ice, is to have the bow cut away below the water-line. Thus, instead of presenting to the ice a vertical face, which would immediately arrest the ship and possibly cause considerable damage on account of the sudden stress of the blow, a sloping, overhanging bow is adopted. This arrangement enables the bow to rise over the impediment, with a gradual slackening of speed. The immense weight put upon the ice crushes it and the ship settles down, moving ahead and gathering speed to meet the next obstacle.

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Plan and Section of S.Y. 'Aurora'

Of importance second only to a strong hull is the possession of sails in addition to engines. The latter are a sine qua non in polar navigation, whilst sails allow of economy in the consumption of coal, and always remain as a last resort should the coal-supply be exhausted or the propeller damaged.

The 'Aurora', of the Newfoundland sealing fleet, was ultimately purchased and underwent necessary alterations. She was built in Dundee in 1876, but though by no means young was still in good condition and capable of buffeting with the pack for many a year. Also, she was not without a history, for in the earlier days she was amongst those vessels which hurried to the relief of the unfortunate Greely expedition.

The hull was made of stout oak planks, sheathed with greenheart and lined with fir. The bow, fashioned on cutaway lines, was a mass of solid wood, armoured with steel plates. The heavy side-frames were braced and stiffened by two tiers of horizontal oak beams, upon which were built the 'tween decks and the main deck. Three bulkheads isolated the fore-peak, the main hold, the engine-room and the after living-quarters respectively.

A hull of such strength would resist a heavy strain, and, should it be subjected to lateral pressure, would in all probability rise out of harm's way. However, to be quite certain of this and to ensure safety in the most extreme case it is necessary that the hull be modelled after the design adopted by Nansen in the 'Fram'.

The principal dimensions were, length one hundred and sixty-five feet, breadth thirty feet, and depth eighteen feet.

The registered tonnage was three hundred and eighty-six, but the actual carrying capacity we found to be about six hundred tons.

The engines, situated aft, were compound, supplied with steam from a single boiler. The normal power registered was ninety-eight horse-power, working a four-bladed propeller, driving it at the rate of sixty or seventy revolutions per minute (six to ten knots per hour).

Steam was also laid on to a winch, aft, for handling cargo in the main hold, and to a forward steam-windlass. The latter was mainly used for raising the anchor and manipulating the deep-sea dredging-cable.

The ship was square on the foremast and schooner-rigged on the main and mizen masts.

Between the engine-room bulkhead and the chain and sail locker was a spacious hold. Six large steel tanks built into the bottom of the hold served for the storage of fresh water and at any time when empty could be filled with seawater, offering a ready means of securing emergency ballast.

On the deck, just forward of the main hatch, was a deckhouse, comprising cook's galley, steward's pantry and two laboratories. Still farther forward was a small lamp-room for the storage of kerosene, lamps and other necessaries. A lofty fo'c'sle-head gave much accommodation for carpenters', shipwrights' and other stores. Below it, a capacious fo'c'sle served as quarters for a crew of sixteen men.

Aft, the chart-room, captain's cabin and photographic dark-room formed a block leading up to the bridge, situated immediately in front of the funnel. Farther aft, behind the engine-room and below the poop deck, was the ward-room(,) a central space sixteen feet by eight feet, filled by the dining-table and surrounded by cabins with bunks for twenty persons.

From the time the 'Aurora' arrived in London to her departure from Australia, she was a scene of busy activity, as alterations and replacements were necessary to fit her for future work.

In the meantime, stores and gear were being assembled. Purchases were made and valuable donations received both in Europe and Australia. Many and varied were the requirements, and some idea of their great multiplicity will be gained by referring to the appendices dealing with stores, clothing and instruments.

Finally, reference may be made in this chapter to the staff. In no department can a leader spend time more profitably than in the selection of the men who are to accomplish the work. Even when the expedition has a scientific basis, academic distinction becomes secondary in the choice of men. Fiala, as a result of his Arctic experience, truly says, "Many a man who is a jolly good fellow in congenial surroundings will become impatient, selfish and mean when obliged to sacrifice his comfort, curb his desires and work hard in what seems a losing fight. The first consideration in the choice of men for a polar campaign should be the moral quality. Next should come mental and physical powers."

For polar work the great desideratum is tempered youth. Although one man at the age of fifty may be as strong physically as another at the age of twenty, it is certain that the exceptional man of fifty was also an exceptional man at twenty. On the average, after about thirty years of age, the elasticity of the body to rise to the strain of emergency diminishes, and, when forty years is reached, a man, medically speaking, reaches his acme. After that, degeneration of the fabric of the body slowly and maybe imperceptibly sets in. As the difficulties of exploration in cold regions approximate to the limit of human endurance and often enough exceed it, it is obvious that the above generalizations must receive due weight.

But though age and with it the whole question of physical fitness must ever receive primary regard, yet these alone in no wise fit a man for such an undertaking. The qualifications of mental ability, acquaintance with the work and sound moral quality have to be essentially borne in mind. The man of fifty might then be placed on a higher plane than his younger companion.

With regard to alcohol and tobacco, it may be maintained on theoretical grounds that a man is better without them, but, on the other hand, his behaviour in respect to such habits is often an index to his self-control.

Perfection is attained when every man individually works with the determination to sacrifice all personal predispositions to the welfare of the whole.

Ours proved to be a very happy selection. The majority of the men chosen as members of the land parties were young graduates of the Commonwealth and New Zealand Universities, and almost all were representative of Australasia. Among the exceptions was Mr. Frank Wild, who was appointed leader of one of the Antarctic parties. Wild had distinguished himself in the South on two previous occasions, and now is in the unique position of being, as it were, the oldest resident of Antarctica. Our sojourn together at Cape Royds with Shackleton had acquainted me with Wild's high merits as an explorer and leader.

Lieutenant B. E. S. Ninnis of the Royal Fusiliers, Dr. X. Mertz, an expert ski-runner and mountaineer, and Mr. F. H. Bickerton in charge of the air-tractor sledge, were appointed in London. Reference has already been made to Captain Davis: to him were left all arrangements regarding the ship's complement.

A "Who's who" of the staff appears as an appendix.

"Let us probe the silent places, let us seek what luck betide us;

Let us journey to a lonely land I know.

There's a whisper on the night-wind, there's a star agleam to

guide us.

And the Wild is calling, calling-Let us go."-SERVICE.

It will be convenient to pick up the thread of our story upon the point of the arrival of the 'Aurora' in Hobart, after her long voyage from London during the latter part of the year 1911.

Captain Davis had written from Cape Town stating that he expected to reach Hobart on November 4. In company with Mr. C. C. Eitel, secretary of the Expedition, I proceeded to Hobart, arriving on November 2.

Early in the morning of November 4 the Harbour Board received news that a wooden vessel, barquentine-rigged, with a crow's-nest on the mainmast, was steaming up the D'Entrecasteaux Channel. This left no doubt as to her identity and so, later in the day, we joined Mr. Martelli, the assistant harbour-master, and proceeded down the river, meeting the 'Aurora' below the quarantine ground.

We heard that they had had a very rough passage after leaving the Cape. This was expected, for several liners, travelling by the same route, and arriving in Australian waters a few days before, had reported exceptionally heavy weather.

Before the ship had reached Queen's Wharf, the berth generously provided by the Harbour Board, the Greenland dogs were transferred to the quarantine ground, and with them went Dr. Mertz and Lieutenant Ninnis, who gave up all their time during the stay in Hobart to the care of those important animals. A feeling of relief spread over the whole ship's company as the last dog passed over the side, for travelling with a deck cargo of dogs is not the most enviable thing from a sailor's point of view. Especially is this the case in a sailing-vessel where room is limited, and consequently dogs and ropes are mixed indiscriminately.

Evening was just coming on when we reached the wharf, and, as we ranged alongside, the Premier, Sir Elliot Lewis, came on board and bade us welcome to Tasmania.

Captain Davis had much to tell, for more than four months had elapsed since my departure from London, when he had been left in charge of the ship and of the final arrangements.

At the docks there had been delays and difficulties in the execution of the necessary alterations to the ship, in consequence of strikes and the Coronation festivities. It was so urgent to reach Australia in time for the ensuing Antarctic summer, that the recaulking of the decks and other improvements were postponed, to be executed on the voyage or upon arrival in Australia.

Captain Davis seized the earliest possible opportunity of departure, and the 'Aurora' dropped down the Thames at midnight on July 27, 1911. As she threaded her way through the crowded traffic by the dim light of a thousand flickering flames gleaming through the foggy atmosphere, the dogs entered a protest peculiar to their "husky" kind. After a short preliminary excursion through a considerable range of the scale, they picked up a note apparently suitable to all and settled down to many hours of incessant and monotonous howling, as is the custom of these dogs when the fit takes them. It was quite evident that they were not looking forward to another sea voyage. The pandemonium made it all but impossible to hear the orders given for working the ship, and a collision was narrowly averted. During those rare lulls, when the dogs' repertoire temporarily gave out, innumerable sailors on neighbouring craft, wakened from their sleep, made the most of such opportunities to hurl imprecations in a thoroughly nautical fashion upon the ship, her officers, and each and every one of the crew.

On the way to Cardiff, where a full supply of coal was to be shipped, a gale was encountered, and much water came on board, resulting in damage to the stores. Some water leaked into the living quarters and, on the whole, several very uncomfortable days were spent. Such inconvenience at the outset undoubtedly did good, for many of the crew, evidently not prepared for emergency conditions, left at Cardiff. The scratch crew with which the 'Aurora'journeyed to Hobart composed for the most part of replacements made at Cardiff, resulted in some permanent appointments of unexpected value to the Expedition.

At Cardiff the coal strike caused delay, but eventually some five hundred tons of the Crown Fuel Company's briquettes were got on board, and a final leave taken of English shores on August 4.

Cape Town, the only intermediate port of call, was reached on September 24, after a comparatively rapid and uneventful voyage. A couple of days sufficed to load coal, water and fresh provisions, and the course was then laid for Hobart.

Rough weather soon intervened, and Lieutenant Ninnis and Dr. Mertz, who travelled out by the 'Aurora' in charge of the sledging-dogs, had their time fully occupied, for the wet conditions began to tell on their charges.

On leaving London there were forty-nine of these Greenland, Esquimaux sledging-dogs of which the purchase and selection had been made through the offices of the Danish Geographical Society. From Greenland they were taken to Copenhagen, and from thence transhipped to London, where Messrs. Spratt took charge of them at their dog-farm until the date of departure. During the voyage they were fed on the finest dog-cakes, but they undoubtedly felt the need of fresh meat and fish to withstand the cold and wet. In the rough weather of the latter part of the voyage water broke continually over the deck, so lowering their vitality that a number died from seizures, not properly understood at the time. In each case death was sudden, and preceded by similar symptoms. An apparently healthy dog would drop down in a fit, dying in a few minutes, or during another fit within a few days. Epidemics, accompanied by similar symptoms, are said to be common amongst these dogs in the Arctic regions, but no explanation is given as to the nature of the disease. During a later stage of the Expedition, when nearing Antarctica, several more of the dogs were similarly stricken. These were examined by Drs. McLean and Jones, and the results of post-mortems showed that in one case death was due to gangrenous appendicitis, in two others to acute gastritis and colitis.

The dog first affected caused some consternation amongst the crew, for, after being prostrated on the deck by a fit, it rose and rushed about snapping to right and left. The cry of "mad dog" was raised. Not many seconds had elapsed before all the deck hands were safely in the rigging, displaying more than ordinary agility in the act. At short intervals, other men, roused from watch below appeared at the fo'c'sle companion-way. To these the situation at first appeared comic, and called forth jeers upon their faint-hearted shipmates. The next moment, on the dog dashing into view, they found a common cause with their fellows and sprang aloft. Ere many minutes had elapsed the entire crew were in the rigging, much to the amusement of the officers. By this time the dog had disappeared beneath the fo'c'sle head, and Mertz and Ninnis entered, intending to dispatch it. A shot was fired and word passed that the deed was done: thereupon the crew descended, pressing forward to share in the laurels. Then it was that Ninnis, in the uncertain light, spying a dog of similar markings wedged in between some barrels, was filled with doubt and called out to Mertz that he had shot the wrong dog. In a flash the crew had once more climbed to safety. It was some time after the confirmation of the first execution that they could be prevailed upon to descend.

Several litters of puppies were born on the voyage, but all except one succumbed to the hardships of the passage.

The voyage from Cardiff to Hobart occupied eighty-eight days.

The date of departure south was fixed for 4 P.M. of Saturday, December 2, and a truly appalling amount of work had to be done before then.

Most of the staff had been preparing themselves for special duties; in this the Expedition was assisted by many friends.

A complete, detailed acknowledgment of all the kind help received would occupy much space. We must needs pass on with the assurance that our best thanks are extended to one and all.

Throughout the month of November, the staff continued to arrive in contingents at Hobart, immediately busying themselves in their own departments, and in sorting over the many thousands of packages in the great Queen's Wharf shed. Wild was placed in charge, and all entered heartily into the work. The exertion of it was just what was wanted to make us fit, and prepared for the sudden and arduous work of discharging cargo at the various bases. It also gave the opportunity of personally gauging certain qualities of the men, which are not usually evoked by a university curriculum.

Some five thousand two hundred packages were in the shed, to be sorted over and checked. The requirements of three Antarctic bases, and one at Macquarie Island were being provided for, and consequently the most careful supervision was necessary to prevent mistakes, especially as the omission of a single article might fundamentally affect the work of a whole party. To assist in discriminating the impedimenta, coloured bands were painted round the packages, distinctive of the various bases.

It had been arranged that, wherever possible, everything should be packed in cases of a handy size, to facilitate unloading and transportation; each about fifty to seventy pounds in weight.

In addition to other distinguishing marks, every package bore a different number, and the detailed contents were listed in a schedule for reference.

Concurrently with the progress of this work, the ship was again overhauled, repairs effected, and many deficiencies made good. The labours of the shipwrights did not interfere with the loading, which went ahead steadily during the last fortnight in November.

The tanks in the hold not used for our supply of fresh water were packed with reserve stores for the ship. The remainder of the lower hold and the bunkers were filled with coal. Slowly the contents of the shed diminished as they were transfered to the 'tween decks. Then came the overflow. Eventually, every available space in the ship was flooded with a complicated assemblage of gear, ranging from the comparatively undamageable wireless masts occupying a portion of the deck amidships, to a selection of prime Australian cheeses which filled one of the cabins, and pervaded the ward-room with an odour which remained one of its permanent associations.

Yet, heterogeneous and ill-assorted as our cargo may have appeared to the crowds of curious onlookers, Captain Davis had arranged for the stowage of everything with a nicety which did him credit. The complete effects of the four bases were thus kept separate, and available in whatever order was required. Furthermore, the removal of one unit would not break the stowage of the remainder, nor disturb the trim of the ship.

At a late date the air-tractor sledge arrived. The body was contained in one huge case which, though awkward, was comparatively light, the case weighing much more than the contents. This was securely lashed above the maindeck, resting on the fo'c'sle and two boat-skids.

As erroneous ideas have been circulated regarding the "aeroplane sledge," or more correctly "air-tractor sledge," a few words in explanation will not be out of place.

This machine was originally an R.E.P. monoplane, constructed by Messrs. Vickers and Co., but supplied with a special detachable, sledge-runner undercarriage for use in the Antarctic, converting it into a tractor for hauling sledges. It was intended that so far as its role as a flier was concerned, it would be chiefly exercised for the purpose of drawing public attention to the Expedition in Australia, where aviation was then almost unknown. With this object in view, it arrived in Adelaide at an early date accompanied by the aviator, Lieutenant Watkins, assisted by Bickerton. There it unfortunately came to grief, and Watkins and Wild narrowly escaped death in the accident. It was then decided to make no attempt to fly in the Antarctic; the wings were left in Australia and Lieutenant Watkins returned to England. In the meantime, the machine was repaired and forwarded to Hobart.

Air-tractors are great consumers of petrol of the highest quality. This demand, in addition to the requirements of two wireless plants and a motor-launch, made it necessary to take larger quantities than we liked of this dangerous cargo. Four thousand gallons of "Shell" benzine and one thousand three hundred gallons of "Shell" kerosene, packed in the usual four-gallon export tins, were carried as a deck cargo, monopolizing the whole of the poop-deck.

For the transport of the requirements of the Macquarie Island Base, the s.s. 'Toroa', a small steam-packet of one hundred and twenty tons, trading between Melbourne and Tasmanian ports, was chartered. It was arranged that this auxiliary should leave Hobart several days after the 'Aurora', so as to allow us time, before her arrival, to inspect the island, and to select a suitable spot for the location of the base. As she was well provided with passenger accommodation, it was arranged that the majority of the land party should journey by her as far as Macquarie Island.

The Governor of Tasmania, Sir Harry Barron, the Premier, Sir Elliot Lewis, and the citizens of Hobart extended to us the greatest hospitality during our stay, and, when the time came, gave us a hearty send-off.

Saturday, December 2 arrived, and final preparations were made. All the staff were united for the space of an hour at luncheon. Then began the final leave-taking. "God speed" messages were received from far and wide, and intercessory services were held in the Cathedrals of Sydney and Hobart.

We were greatly honoured at this time by the reception of kind wishes from Queen Alexandra and, at an earlier date, from his Majesty the King.

Proud of such universal sympathy and interest, we felt stimulated to greater exertions.

On arrival on board, I found Mr. Martelli, who was to pilot us down the river, already on the bridge. A vast crowd blockaded the wharf to give us a parting cheer.

At 4 P.M. sharp, the telegraph was rung for the engines, and, with a final expression of good wishes from the Governor and Lady Barron, we glided out into the channel, where our supply of dynamite and cartridges was taken on board. Captain G. S. Nares, whose kindness we had previously known, had the H.M.S. 'Fantome' dressed in our honour, and lusty cheering reached us from across the water.

As we proceeded down the river to the Quarantine Station where the dogs were to be taken off, Hobart looked its best, with the glancing sails of pleasure craft skimming near the foreshores, and backed by the stately, sombre mass of Mount Wellington. The "land of strawberries and cream", as the younger members of the Expedition had come to regard it, was for ever to live pleasantly in our memories, to be recalled a thousand times during the adventurous months which followed. Mr. E. Joyce, whose name is familiar in connexion with previous Antarctic expeditions, and who had travelled out from London on business of the Expedition, was waiting in mid-stream with thirty-eight dogs, delivering them from a ketch. These were passed over the side and secured at intervals on top of the deck cargo.

The engines again began to throb, not to cease until the arrival at Macquarie Island. A few miles lower down the channel, the Premier, and a number of other friends and well-wishers who had followed in a small steamer, bade us a final adieu.

Behind lay a sparkling seascape and the Tasmanian littoral; before, the blue southern ocean heaving with an ominous swell. A glance at the barograph showed a continuous fall, and a telegram from Mr. Hunt, Head of the Commonwealth Weather Bureau, received a few hours previously, informed us of a storm-centre south of New Zealand, and the expectation of fresh south-westerly winds.

The piles of loose gear presented an indescribable scene of chaos, and, even as we rolled lazily in the increasing swell, the water commenced to run about the decks. There was no time to be lost in securing movable articles and preparing the ship for heavy weather. All hands set to work.

On the main deck the cargo was brought up flush with the top of the bulwarks, and consisted of the wireless masts, two huts, a large motor-launch, cases of dog biscuits and many other sundries. Butter to the extent of a couple of tons was accommodated chiefly on the roof of the main deck-house, where it was out of the way of the dogs. The roof of the chart-house, which formed an extension of the bridge proper, did not escape, for the railing offered facilities for lashing sledges; besides, there was room for tide-gauges, meteorological screens, and cases of fresh eggs and apples. Somebody happened to think of space unoccupied in the meteorological screens, and a few fowls were housed therein.

On the poop-deck there were the benzine, sledges, and the chief magnetic observatory. An agglomeration of instruments and private gear rendered the ward-room well nigh impossible of access, and it was some days before everything was jammed away into corners. An unoccupied five-berth cabin was filled with loose instruments, while other packages were stowed into the occupied cabins, so as to almost defeat the purpose for which they were intended.

The deck was so encumbered that only at rare intervals was it visible. However, by our united efforts everything was well secured by 8 P.M.

It was dusk, and the distant highlands were limned in silhouette against the twilight sky. A tiny, sparkling lamp glimmered from Signal Hill its warm farewell. From the swaying poop we flashed back, "Good-bye, all snug on board."

Onward with a dogged plunge our laden ship would press. If 'Fram' were "Forward," she was to be hereafter our 'Aurora' of "Hope"-the Dawn of undiscovered lands.

Home and the past were effaced in the shroud of darkness, and thought leapt to the beckoning South-the "land of the midnight sun."

During the night the wind and sea rose steadily, developing into a full gale. In order to make Macquarie Island, it was important not to allow the ship to drive too far to the east, as at all times the prevailing winds in this region are from the west. Partly on this account, and partly because of the extreme severity of the gale, the ship was hove to with head to wind, wallowing in mountainous seas. Such a storm, witnessed from a large vessel, would be an inspiring sight, but was doubly so in a small craft, especially where the natural buoyancy had been largely impaired by overloading. With an unprecedented quantity of deck cargo, amongst which were six thousand gallons of benzine, kerosene and spirit, in tins which were none too strong, we might well have been excused a lively anxiety during those days. It seemed as if no power on earth could save the loss of at least part of the deck cargo. Would it be the indispensable huts amidships, or would a sea break on the benzine aft and flood us with inflammable liquid and gas?

By dint of strenuous efforts and good seamanship, Captain Davis with his officers and crew held their own. The land parties assisted in the general work, constantly tightening up the lashings and lending "beef," a sailor's term for man-power, wherever required. For this purpose the members of the land parties were divided into watches, so that there were always a number patrolling the decks.

Most of us passed through a stage of sea-sickness, but, except in the case of two or three, it soon passed off. Seas deluged all parts of the ship. A quantity of ashes was carried down into the bilge-water pump and obstructed the steam-pump. Whilst this was being cleared, the emergency deck pumps had to be requisitioned. The latter were available for working either by hand-power or by chain-gearing from the after-winch.

The deck-plug of one of the fresh-water tanks was carried away and, before it was noticed, sea-water had entered to such an extent as to render our supply unfit for drinking. Thus we were, henceforth, on a strictly limited water ration.

The wind increased from bad to worse, and great seas continued to rise until their culmination on the morning of December 5, when one came aboard on the starboard quarter, smashed half the bridge and carried it away. Toucher was the officer on watch, and no doubt thought himself lucky in being, at the time, on the other half of the bridge.

The deck-rings holding the motor-launch drew, the launch itself was sprung and its decking stove-in.

On the morning of December 8 we found ourselves in latitude 49 degrees 56 minutes S. and longitude 152 degrees 28' E., with the weather so far abated that we were able to steer a course for Macquarie Island.

During the heavy weather, food had been prepared only with the greatest difficulty. The galley was deluged time and again. It was enough to dishearten any cook, repeatedly finding himself amongst kitchen debris of all kinds, including pots and pans full and empty. Nor did the difficulties end in the galley, for food which survived until its arrival on the table, though not allowed much time for further mishap, often ended in a disagreeable mass on the floor or, tossed by a lurch of more than usual suddenness, entered an adjoining cabin. From such localities the elusive piece de resistance was often rescued.

As we approached our rendezvous, whale-birds** appeared. During the heavy weather, Mother Carey's chickens only were seen, but, as the wind abated, the majestic wandering albatross, the sooty albatross and the mollymawk followed in our wake.

** For the specific names refer to Appendix which is a glossary of

special and unfamiliar terms.

Whales were observed spouting, but at too great a distance to be definitely recognized.

At daybreak on December 11 land began to show up, and by 6 A.M. we were some sixteen miles off the west coast of Macquarie Island, bearing on about the centre of its length.

In general shape it is long and narrow, the length over all being twenty-one miles. A reef runs out for several miles at both extremities of the main island, reappearing again some miles beyond in isolated rocky islets: the Bishop and Clerk nineteen miles to the southward and the Judge and Clerk eight miles to the north.

The land everywhere rises abruptly from the sea or from an exaggerated beach to an undulating plateau-like interior, reaching a maximum elevation of one thousand four hundred and twenty-five feet. Nowhere is there a harbour in the proper sense of the word, though six or seven anchorages are recognized.

The island is situated in about 55 degrees S. latitude, and the climate is comparatively cold, but it is the prevalence of strong winds that is the least desirable feature of its weather.

Sealing, so prosperous in the early days, is now carried on in a small way only, by a New Zealander, who keeps a few men stationed at the island during part of the year for the purpose of rendering down sea elephant and penguin blubber. Their establishment was known to be at the north end of the island near the best of the anchorages.

Captain Davis had visited the island in the 'Nimrod', and was acquainted with the three anchorages, which are all on the east side and sheltered from the prevailing westerlies. One of the old-time sealers had reported a cove suitable for small craft at the south-western corner, but the information was scanty, and recent mariners had avoided that side of the island. On the morning of our approach the breeze was from the south-east, and, being favourable, Captain Davis proposed a visit.

By noon, Caroline Cove, as it is called, was abreast of us. Its small dimensions, and the fact that a rocky islet for the most part blocks the entrance, at first caused some misgivings as to its identity.

A boat was lowered, and a party of us rowed in towards the entrance, sounding at intervals to ascertain whether the 'Aurora' could make use of it, should our inspection prove it a suitable locality for the land station.

We passed through a channel not more than eighty yards wide, but with deep water almost to the rocks on either side. A beautiful inlet now opened to view. Thick tussock-grass matted the steep hillsides, and the rocky shores, between the tide-marks as well as in the depths below, sprouted with a profuse growth of brown kelp. Leaping out of the water in scores around us were penguins of several varieties, in their actions reminding us of nothing so much as shoals of fish chased by sharks. Penguins were in thousands on the uprising cliffs, and from rookeries near and far came an incessant din. At intervals along the shore sea elephants disported their ungainly masses in the sunlight. Circling above us in anxious haste, sea-birds of many varieties gave warning of our near approach to their nests. It was the invasion by man of an exquisite scene of primitive nature.

[TEXT ILLUSTRATION]

Macquarie Island

After the severe weather experienced, the relaxation made us all feel like a band of schoolboys out on a long vacation.

A small sandy beach barred the inlet, and the whaleboat was directed towards it. We were soon grating on the sand amidst an army of Royal penguins; picturesque little fellows, with a crest and eyebrows of long golden-yellow feathers. A few yards from the massed ranks of the penguins was a mottled sea-leopard, which woke up and slid into the sea as we approached.

Several hours were spent examining the neighbourhood. Webb and Kennedy took a set of magnetic observations, while others hoisted some cases of stores on to a rocky knob to form a provision depot, as it was quickly decided that the northern end of the island was likely to be more suitable for a permanent station.

The Royal penguins were almost as petulant as the Adelie penguins which we were to meet further South. They surrounded us, pecked at our legs and chattered with an audacity which defies description. It was discovered that they resented any attempt to drive them into the sea, and it was only after long persuasion that a bevy took to the water. This was a sign of a general capitulation, and some hundreds immediately followed, jostling each other in their haste, squawking, whirring their flippers, splashing and churning the water, reminding one of a crowd of miniature surf-bathers. We followed the files of birds marching inland, along the course of a tumbling stream, until at an elevation of some five hundred feet, on a flattish piece of ground, a huge rookery opened out-acres and acres of birds and eggs.

In one corner of the bay were nests of giant petrels in which sat huge downy young, about the size of a barn-door fowl, resembling the grotesque, fluffy toys which might be expected to hang on a Christmas-tree.

Here and there on the beach and on the grass wandered bright-coloured Maori hens. On the south side of the bay, in a low, peaty area overgrown with tussock-grass, were scores of sea elephants, wallowing in bog-holes or sleeping at their ease.

Sea elephants, at one time found in immense numbers on all sub-antarctic islands, are now comparatively rare, even to the degree of extinction, in many of their old haunts. This is the result of ruthless slaughter prosecuted especially bY sealers in the early days. At the present time Macquarie Island is more favoured by them than probably any other known locality. The name by which they are popularly known refers to their elephantine proportions and to the fact that, in the case of the old males, the nasal regions are enormously developed, expanding when in a state of excitement to form a short, trunk-like appendage. They have been recorded up to twenty feet in length, and such a specimen would weigh about four tons.

Arriving on the 'Aurora' in the evening, we learnt that the ship's company had had an adventure which might have been most serious. It appeared that after dropping us at the entrance to Caroline Cove, the ship was allowed to drift out to sea under the influence of the off-shore wind. When about one-third of a mile north-west of the entrance, a violent shock was felt, and she slid over a rock which rose up out of deep water to within about fourteen feet of high-water level; no sign of it appearing on the surface on account of the tranquil state of the sea. Much apprehension was felt for the hull, but as no serious leak started, the escape was considered a fortunate one. A few soundings had been made proving a depth of four hundred fathoms within one and a half miles of the land.

A course was now set for the northern end of the island. Dangerous-looking reefs ran out from many headlands, and cascades of water could be seen falling hundreds of feet from the highlands to the narrow coastal flats.

The anchorage most used is that known as North-East Bay, lying on the eastern side of a low spit joining the main mass of the island, to an almost isolated outpost in the form of a flat-topped hill-Wireless Hill-some three-quarters of a mile farther north. It is practically an open roadstead, but, as the prevailing winds blow on to the other side of the island, quiet water can be nearly always expected.

However, when we arrived at North-East Bay on the morning following our adventure; a stiff south-east breeze was blowing, and the wash on the beach put landing out of the question. Captain Davis ran in as near the coast as he could safely venture and dropped anchor, pending the moderation of the wind.

On the leeward slopes of a low ridge, pushing itself out on to the southern extremity of the spit, could be seen two small huts, but no sign of human life. This was not surprising as it was only seven o'clock. Below the huts, upon low surf-covered rocks running out from the beach, lay a small schooner partly broken up and evidently a recent victim. A mile to the southward, fragments of another wreck protruded from the sand.

We were discussing wrecks and the grisly toll which is levied by these dangerous and uncharted shores, when a human figure appeared in front of one of the huts. After surveying us for a moment, he disappeared within to reappear shortly afterwards, followed by a stream of others rushing hither and thither; just as if he had disturbed a hornets' nest. After such an exciting demonstration we awaited the next move with some expectancy.

Planks and barrels were brought on to the beach and a flagstaff was hoisted. Then one of the party mounted on the barrel, and told us by flag signals that the ship on the beach was the 'Clyde', which had recently been wrecked, and that all hands were safely on shore, but requiring assistance. Besides the shipwrecked crew, there were half a dozen men who resided on the island during the summer months for the purpose of collecting blubber.

The sealers tried repeatedly to come out to us, but as often as it was launched their boat was washed up again on the beach, capsizing them into the water. At length they signalled that a landing could be made on the opposite side of the spit, so the anchor was raised and the ship steamed round the north end of the island, to what Captain Davis proposed should be named Hasselborough Bay, in recognition of the discoverer of the island. This proved an admirable anchorage, for the wind remained from the east and south-east during the greater part of our stay.

The sealers pushed their boat across the spit, and, launching it in calmer water, came out to us, meeting the 'Aurora' some three miles off the land. The anchor was let go about one mile and a half from the head of the bay.

News was exchanged with the sealers. It appeared that there had been much speculation as to what sort of a craft we were; visits of ships, other than those sent down specially to convey their oil to New Zealand, being practically unknown. For a while they suspected the 'Aurora' of being an alien sealer, and had prepared to defend their rights to the local fishery.

All was well now, however, and information and assistance were freely volunteered. They were greatly relieved to hear that our auxiliary vessel, the 'Toroa' was expected immediately, and would be available for taking the ship-wrecked crew back to civilization.

Owing to the loss of the 'Clyde', a large shipment of oil in barrels lay piled upon the beach with every prospect of destruction, just at a time when the realization of its value would be most desirable, to make good the loss sustained by the wreck. I decided, therefore, in view of their hospitality, to make arrangements with the captain of the 'Toroa' to take back a load of the oil, upon terms only sufficient to recoup us for the extension of the charter.

In company with Ainsworth, Hannam and others, I went ashore to select a site for the station. As strong westerly winds were to be expected during the greater part of the year, it was necessary to erect buildings in the lee of substantial break-winds. Several sites for a hut convenient to a serviceable landing-place were inspected at the north end of the beach. The hut was eventually erected in the lee of a large mass of rock, rising out of the grass-covered sandy flat at the north end of the spit.

It would have been much handier in every way, both in assembling the engines and masts and subsequently in operating the wireless station, had the wireless plant been erected on the beach adjacent to the living-hut. On the other hand, a position on top of the hill had the advantage of a free outlook and of increased electrical potential, allowing of a shorter length of mast. In addition the ground in this situation proved to be peaty and sodden, and therefore a good conductor, thus presenting an excellent "earth" from the wireless standpoint. In short, the advantages of the hill-site outweighed its disadvantages. Of the latter the most obvious was the difficult transportation of the heavy masts, petrol-engine, dynamo, induction-generator and other miscellaneous gear, from the beach to the summit-a vertical height of three hundred feet.

To facilitate this latter work the sealers placed at our disposal a "flying fox" which ran from sea-level to the top of Wireless Hill, and which they had erected for the carriage of blubber. On inspecting it, Wild reported that it was serviceable, but would first require to be strengthened. He immediately set about effecting this with the help of a party.

Hurley now discovered that he had accidentally left one of his cinematograph lenses on a rock where he had been working in Caroline Cove. As it was indispensable, and there was little prospect of the weather allowing of another visit by the ship, it was decided that he should go on a journey overland to recover it. One of the sealers, Hutchinson by name, who had been to Caroline Cove and knew the best route to take, kindly volunteered to accompany Hurley. The party was eventually increased by the addition of Harrisson, who was to keep a look-out for matters of biological interest. They started off at noon on December 13.

Although the greater part of the stores for the Macquarie Island party were to arrive by the Toroa there were a few tons on board the 'Aurora'. These and the dogs were landed as quickly as possible. How glad the poor animals were to be once more on solid earth! It was out of the question to let them loose, so they were tethered at intervals along a heavy cable, anchored at both ends amongst the tussock-grass. Ninnis took up his abode in the sealers' hut so that he might the better look after their wants, which centred chiefly on sea elephant meat, and that in large quantities. Webb joined Ninnis, as he intended to take full sets of magnetic observations at several stations in the vicinity.

Bickerton and Gillies got the motor-launch into good working order, and by means of it the rest of us conveyed ashore several tons of coal briquettes, the benzine, kerosene, instruments and the wireless masts, by noon on December 13.

Everything but the requirements of the wireless station was landed on the spit, as near the north-east corner as the surf would allow. Fortunately, reefs ran out from the shore at intervals, and calmer water could be found in their lee. All gear for the wireless station was taken to a spot about half a mile to the north-west at the foot of Wireless Hill, where the "flying fox" was situated. Just at that spot there was a landing-place at the head of a charming little boat harbour, formed by numerous kelp-covered rocky reefs rising at intervals above the level of high water. These broke the swell, so that in most weathers calm water was assured at the landing-place.

This boat harbour was a fascinating spot. The western side was peopled by a rookery of blue-eyed cormorants; scattered nests of white gulls relieved the sombre appearance of the reefs on the opposite side: whilst gentoo penguins in numbers were busy hatching their eggs on the sloping ground beyond. Skua-gulls and giant petrels were perched here and there amongst the rocks, watching for an opportunity of marauding the nests of the non-predacious birds. Sea elephants raised their massive, dripping heads in shoal and channel. The dark reefs, running out into the pellucid water, supported a vast growth of a snake-like form of kelp, whose octopus-like tentacles, many yards in length, writhed yellow and brown to the swing of the surge, and gave the foreground an indescribable weirdness. I stood looking out to sea from here one evening, soon after sunset, the launch lazily rolling in the swell, and the 'Aurora' in the offing, while the rich tints of the afterglow paled in the south-west.

I envied Wild and his party, whose occupation in connexion with the "flying fox" kept them permanently camped at this spot.

The 'Toroa' made her appearance on the afternoon of December 13, and came to anchor about half a mile inside the 'Aurora'. Her departure had been delayed by the bad weather. Leaving Hobart late on December 7, she had anchored off Bruni Island awaiting the moderation of the sea. The journey was resumed on the morning of the 9th, and the passage made in fine weather. She proved a handy craft for work of the kind, and Captain Holliman, the master, was well used to the dangers of uncharted coastal waters.

Within a few minutes of her arrival, a five-ton motor-boat of shallow draught was launched and unloading commenced.

Those of the staff arriving by the 'Toroa' were housed ashore with the sealers, as, when everybody was on board, the 'Aurora' was uncomfortably congested. Fifty sheep were taken on shore to feed on the rank grass until our departure. A large part of the cargo consisted of coal for the 'Aurora'. This was already partly bagged, and in that form was loaded into the launches and whale-boats; the former towing the latter to their destination. Thus a continuous stream of coal and stores was passing from ship to ship, and from the ships to the several landing-places on shore. As soon as the after-hold on the 'Toroa' was cleared, barrels of sea elephant oil were brought off in rafts and loaded aft, simultaneously with the unloading forward.

We kept at the work as long as possible-about sixteen hours a day including a short interval for lunch. There were twenty-five of the land party available for general work, and with some assistance from the ship's crew the work went forward at a rapid rate.

On the morning of the 15th, after giving final instructions to Eitel, who had come thus far and was returning as arranged, the 'Toroa' weighed anchor and we parted with a cheer.

The transportation of the wireless equipment to the top of the hill had been going on simultaneously with the un-loading of the ships. Now, however, all were able to concentrate upon it, and the work went forward very rapidly.

All the wireless instruments, and much of the other paraphernalia of the Macquarie Island party had been packed in the barrels, as it was expected that they would have to be rafted ashore through the surf. Fortunately, the weather continued to "hold" from an easterly direction, and everything was able to be landed in the comparatively calm waters of Hasselborough Bay; a circumstance which the islanders assured us was quite a rare thing. The wireless masts were rafted ashore. These were of oregon pine, each composed of four sections.

Digging the pits for bedding the heavy, wooden "dead men," and erecting the wireless masts, the engine-hut and the operating-hut provided plenty of work for all. Here was as busy a scene as one could witness anywhere-some with the picks and shovels, others with hammers and nails, sailors splicing ropes and fitting masts, and a stream of men hauling the loads up from the sea-shore to their destination on the summit.

Some details of the working of the "flying fox" will be of interest. The distance between the lower and upper terminals was some eight hundred feet. This was spanned by two steel-wire carrying cables, secured above by "dead men" sunk in the soil, and below by a turn around a huge rock which outcropped amongst the tussock-grass on the flat, some fifty yards from the head of the boat harbour. For hauling up the loads, a thin wire line, with a pulley-block at either extremity, rolling one on each of the carrying wires, passed round a snatch-block at the upper station. It was of such a length that when the loading end was at the lower station, the counterpoise end was in position to descend at the other. Thus a freight was dispatched to the top of the hill by filling a bag, acting as counterpoise, with earth, until slightly in excess of the weight of the top load; then off it would start gathering speed as it went.

Several devices were developed for arresting the pace as the freight neared the end of its journey, but accidents were always liable to occur if the counterpoise were unduly loaded. Wild was injured by one of these brake-devices, which consisted of a bar of iron lying on the ground about thirty yards in front of the terminus, and attached by a rope with a loose-running noose to the down-carrying wire. On the arrival of the counterpoise at that point on the wire, its speed would be checked owing to the drag exerted. On the occasion referred to, the rope was struck with such velocity that the iron bar was jerked into the air and struck Wild a solid blow on the thigh. Though incapacitated for a few days, he continued to supervise at the lower terminal.

The larger sections of the wireless masts gave the greatest trouble, as they were not only heavy but awkward. A special arrangement was necessary for all loads exceeding one hundredweight, as the single wire carrier-cables were not sufficiently strong. In such cases both carrier-cables were lashed together making a single support, the hauling being done by a straight pull on the top of the hill. The hauling was carried out to the accompaniment of chanties, and these helped to relieve the strain of the Work. It was a familiar sight to see a string of twenty men on the hauling-line scaring the skua-gulls with popular choruses like "A' roving" and "Ho, boys, pull her along." In calm weather the parties at either terminal could communicate by shouting but were much assisted by megaphones improvised from a pair of leggings.

Considering the heavy weights handled and the speed at which the work was done, we were fortunate in suffering only one breakage, and that might have been more serious than it proved. The mishap in question occurred to the generator. In order to lighten the load, the rotor had been taken out. When almost at the summit of the hill, the ascending weight, causing the carrying-wires to sag unusually low, struck a rock, unhitched the lashing and fell, striking the steep rubble slope, to go bounding in great leaps out amongst the grass to the flat below. Marvellous to relate, it was found to have suffered no damage other than a double fracture of the end-plate casting, which could be repaired. And so it was decided to exchange the generators in the two equipments, as there would be greater facilities for engineering work at the Main Base, Adelie Land. Fortunately, the other generator was almost at the top of the ship's hold, and therefore accessible. The three pieces into which the casting had been broken were found to be sprung, and would not fit together. However, after our arrival at Adelie Land, Hannam found, curiously enough, that the pieces fitted into place perfectly-apparently an effect of contraction due to the cold-and with the aid of a few plates and belts the generator was made as serviceable as ever.

In the meantime, Hurley, Harrisson, and the sealer, Hutchinson, had returned from their trip to Caroline Cove, after a most interesting though arduous journey. They had camped the first evening at The Nuggets, a rocky point on the east coast some four miles to the south of North-East Bay. From The Nuggets, the trail struck inland up the steep hillsides until the summit of the island was reached; then over pebble-strewn, undulating ground with occasional small lakes, arriving at the west coast near its southern extremity. Owing to rain and fog they overshot the mark and had to spend the night close to a bay at the south-end. There Hurley obtained some good photographs of sea elephants and of the penguin rookeries.

The next morning, December 15, they set off again, this time finding Caroline Cove without further difficulty. Harrisson remained on the brow of the hill overlooking the cove, and there captured some prions and their eggs. Hurley and his companion found the lost lens and returned to Harrisson securing a fine albatross on the way. This solitary bird was descried sitting on the hill side, several hundreds of feet above sea-level. Its plumage was in such good condition that they could not resist the impulse to secure it for our collection, for the moment not considering the enormous weight to be carried. They had neither firearms nor an Ancient Mariner's cross-bow, and no stones were to be had in the vicinity-when the resourceful Hurley suddenly bethought himself of a small tin of meat in his haversack, and, with a fortunate throw, hit the bird on the head, killing the majestic creature on the spot.

Shouldering their prize, they trudged on to Lusitania Bay, camping there that night in an old dilapidated hut; a remnant of the sealing days. Close by there was known to be a large rookery of King penguins; a variety of penguin with richly tinted plumage on the head and shoulders, and next in size to the Emperor-the sovereign bird of the Antarctic Regions. The breeding season was at its height, so Harrisson secured and preserved a great number of their eggs. Hutchinson kindly volunteered to carry the albatross in addition to his original load. If they had skinned the bird, the weight would have been materially reduced, but with the meagre appliances at hand, it would undoubtedly have been spoiled as a specimen. Hurley, very ambitiously, had taken a heavy camera, in addition to a blanket and other sundries. During the rough and wet walking of the previous day, his boots had worn out and caused him to twist a tendon in the right foot, so that he was not up to his usual form, while Harrisson was hampered with a bulky cargo of eggs and specimens.

Saddled with these heavy burdens, the party found the return journey very laborious. Hurley's leg set the pace, and so, later in the day, Harrisson decided to push on ahead in order to give us news, as they had orders to be back as soon as possible and were then overdue. When darkness came on, Harrisson was near The Nuggets, where he passed the night amongst the tussock-grass. Hurley and Hutchinson, who were five miles behind, also slept by the wayside. When dawn appeared, Harrisson moved on, reaching the north-end huts at about 9 A.M. Mertz and Whetter immediately set out and came to the relief of the other two men a few hours later.

Fatigue and the lame leg subdued Hurley for the rest of the day, but the next morning he was off to get pictures of the "flying fox" in action. It was practically impossible for him to walk to the top of the hill, but not to be baffled, he sent the cinematograph machine up by the "flying fox," and then followed himself. Long before reaching the top he realized how much his integrity depended on the strength of the hauling-line and the care of those on Wireless Hill.

During the latter part of our stay at the island, the wind veered to the north and north-north-east. We took advantage of this change to steam round to the east side, intending to increase our supply of fresh water at The Nuggets, where a stream comes down the hillside on to the beach. In this, however, we were disappointed, for the sea was breaking too heavily on the beach, and so we steamed back to North-East Bay and dropped anchor. Wild went off in the launch to search for a landing-place but found the sea everywhere too formidable.

Signals were made to those on shore, instructing them to finish off the work on the wireless plant, and to kill a dozen sheep-enough for our needs for some days.

The ship was now found to be drifting, and, as the wind was blowing inshore, the anchor was raised, and with the launch in tow we steamed round to the calmer waters of Hasselborough Bay. At the north end of the island, for several miles out to sea along the line of a submerged reef, the northerly swell was found to be piling up in an ugly manner, and occasioned considerable damage to the launch. This happened as the 'Aurora' swung around; a sea catching the launch and rushing it forward so that it struck the stern of the ship bow-on, notwithstanding the fact that several of the men exerted themselves to their utmost to prevent a collision. On arrival at the anchorage, the launch was noticeably settling down, as water had entered at several seams which had been started.

After being partly bailed out, it was left in the water with Hodgeman and Close aboard, as we wished to run ashore as soon as the weather improved. Contrary to expectation the wind increased, and it was discovered that the 'Aurora' was drifting rapidly, although ninety fathoms of chain had been paid out. Before a steam-winch** was installed, the anchor could be raised only by means of an antiquated man-power lever-windlass. In this type, a see-saw-like lever is worked by a gang of men at each extremity, and it takes a long time to get in any considerable length of chain. The chorus and chanty came to our aid once more, and the long hours of heaving on the fo'c'sle head were a bright if strenuous spot in our memories of Macquarie Island. In course of time, during which the ship steamed slowly ahead, the end came in sight-'Vast heaving!-but the anchor was missing. This put us in an awkward situation, for the stock of our other heavy anchor had already been lost. There was no other course but to steam up and down waiting for the weather to moderate. In the meantime, we had been too busy to relieve Close and Hodgeman, who had been doing duty in the launch, bailing for five hours, and were thoroughly soaked with spray. All hands now helped with the tackle, and we soon had the launch on board in its old position near the main hatch.

** Fitted on return to Sydney after the first Antarctic cruise.

These operations were unusually protracted for we were short handed; the boatswain, some of the sailors and most of the land party being marooned on shore. We were now anxious to get everybody on board and to be off. The completion of their quarters was to be left to the Macquarie Island party, and it was important that we should make the most of the southern season. The wind blew so strongly, however, that there was no immediate prospect of departure.

The ship continued to steam up and down. On the morning of December 23 it was found possible to lower the whale-boat, and Wild went off with a complement of sturdy oarsmen, including Madigan, Moyes, Watson and Kennedy, and succeeded in bringing off the dogs. Several trips were made with difficulty during the day, but at last all the men, dogs and sheep were brought off.

Both Wild and I went with the whale-boat on its last trip at dusk on the evening of December 23. The only possible landing-place, with the sea then running, was at the extreme north-eastern corner of the beach. No time was lost in getting the men and the remainder of the cargo into the boat, though in the darkness this was not easily managed. The final parting with our Macquarie Island party took place on the beach, their cheers echoing to ours as we breasted the surf and "gave way" for the ship.

The morning following our farewell to Ainsworth and party at the north end of the island found us steaming down the west coast, southward bound.

Our supply of fresh water was scanty, and the only resource was to touch at Caroline Cove. As a matter of fact, there were several suitable localities on the east coast, but the strong easterly weather then prevailing made a landing impossible.

On the ship nearing the south end, the wind subsided. She then crept into the lee of the cliffs, a boat was dropped and soundings disclosed a deep passage at the mouth of Caroline Cove and ample water within. There was, however, limited space for manoeuvring the vessel if a change should occur in the direction of the wind. The risk was taken; the 'Aurora' felt her way in, and, to provide against accident, was anchored by Captain Davis with her bow toward the entrance. Wild then ran out a kedge anchor to secure the stern.

During the cruise down the coast the missing stock of our only anchor had been replaced by Gillies and Hannam. Two oregon "dead men", bolted together on the shank, made a clumsy but efficient makeshift.

Two large barrels were taken ashore, repeatedly filled and towed off to the ship. It was difficult at first to find good water, for the main stream flowing down from the head of the bay was contaminated by the penguins which made it their highway to a rookery. After a search, an almost dry gulley bed was found to yield water when a pit was dug in its bed. This spot was some eighty yards from the beach and to reach it one traversed an area of tussocks between which sea elephants wallowed in soft mire.

A cordon of men was made and buckets were interchanged, the full ones descending and the empty ones ascending. The barrels on the beach were thus speedily filled and taken off by a boat's crew. At 11 P.M. darkness came, and it was decided to complete the work on the following day.

As we rowed to the ship, the water was serenely placid. From the dark environing hills came the weird cries of strange birds. There was a hint of wildness, soon to be forgotten in the chorus of a 'Varsity song and the hearty shouts of the rowers.

About 2 A.M. the officer on watch came down to report to Captain Davis a slight change in the direction of the breeze. At 3 A.M. I was again awakened by hearing Captain Davis hasten on deck, and by a gentle bumping of the ship, undoubtedly against rock. It appeared that the officer on watch had left the bridge for a few minutes, while the wind freshened and was blowing at the time nearly broadside-on from the north. This caused the ship to sag to leeward, stretching the bow and stern cables, until she came in contact with the kelp-covered, steep, rocky bank on the south side. The narrow limits of the anchorage were responsible for this dangerous situation.

All hands were immediately called on deck and set to work hauling on the stern cable. In a few minutes the propeller and rudder were out of danger. The engines were then started slowly ahead, and, as we came up to the bower anchor, the cable was taken in. The wind was blowing across the narrow entrance to the Cove, so that it was advisable to get quickly under way. The kedge anchor was abandoned, and we steamed straight out to sea with the bower hanging below the bows. The wind increased, and there was no other course open but to continue the southward voyage.

The day so inauspiciously begun turned out beautifully sunny. There was additional verve in our Christmas celebration, as Macquarie Island and the Bishop and Clerk, in turn, sank below the northern horizon.

During the stay at the island little attention had been given to scientific matters. All our energies had been concentrated on speedily landing the party which was to carry out such special work, so as to allow us to get away south as soon as possible. Enough had been seen to indicate the wide scientific possibilities of the place.

For some days we were favoured by exceptional weather; a moderate breeze from the north-east and a long, lazy swell combining to make our progress rapid.

The sum of the experiences of earlier expeditions had shown that the prevailing winds south of 60 degrees S. latitude were mainly south-easterly, causing a continuous streaming of the pack from east to west. Our obvious expedient on encountering the ice was to steam in the same direction as this drift. It had been decided before setting out that we would confine ourselves to the region west of the meridian of 158 degrees E. longitude. So it was intended to reach the pack, approximately in that meridian, and, should we be repulsed, to work steadily to the west in expectation of breaking through to the land.

Regarding the ice conditions over the whole segment of the unknown tract upon which our attack was directed, very little was known. Critically examined, the reports of the American squadron under the command of Wilkes were highly discouraging. D'Urville appeared to have reached his landfall without much hindrance by ice, but that was a fortunate circumstance in view of the difficulties Wilkes had met. At the western limit of the area we were to explore, the Germans in the 'Gauss' had been irrevocably trapped in the ice as early as the month of February. At the eastern limit, only the year before, the 'Terra Nova' of Scott's expedition, making a sally into unexplored waters, had sighted new land almost on the 158th meridian, but even though it was then the end of summer, and the sea was almost free from the previous season's ice, they were not able to reach the land on account of the dense pack.

In the early southern summer, at the time of our arrival, the ice conditions were expected to be at their worst. This followed from the fact that not only would local floes be encountered, but also a vast expanse of pack fed by the disintegrating floes of the Ross Sea, since, between Cape Adare and the Balleny Islands, the ice drifting to the north-west under the influence of the south-east winds is arrested in an extensive sheet. On the other hand, were we to wait for the later season, no time would remain for the accomplishment of the programme which had been arranged. So we were forced to accept things as we found them, being also prepared to make the most of any chance opportunity.

In planning the Expedition, the probability of meeting unusually heavy pack had been borne in mind, and the three units into which the land parties and equipment were divided had been disposed so as to facilitate the landing of a base with despatch, and, maybe, under difficult circumstances. Further, in case the ship were frozen in, "wireless" could be installed and the news immediately communicated through Macquarie Island to Australia.

At noon on December 27 whales were spouting all round us, and appeared to be travelling from west to east. Albatrosses of several species constantly hovered about, and swallow-like Wilson petrels-those nervous rangers of the high seas-would sail along the troughs and flit over the crests of the waves, to vanish into sombre distance.

Already we were steaming through untravelled waters, and new discoveries might be expected at any moment. A keen interest spread throughout the ship. On several occasions, fantastic clouds on the horizon gave hope of land, only to be abandoned on further advance. On December 28 and 29 large masses of floating kelp were seen, and, like the flotsam met with by Columbus, still further raised our hopes.

The possibility of undiscovered islands existing in the Southern Ocean, south of Australia and outside the ice-bound region, kept us vigilant. So few ships had ever navigated the waters south of latitude 55 degrees, that some one and a quarter million square miles lay open to exploration. As an instance of such a discovery in the seas south of New Zealand may be mentioned Scott Island, first observed by the 'Morning', one of the relief ships of the British Expedition of 1902.

The weather remained favourable for sounding and other oceanographical work, but as it was uncertain how long these conditions would last, and in view of the anxiety arising from overloaded decks and the probability of gales which are chronic in these latitudes, it was resolved to land one of the bases as soon as possible, and thus rid the ship of superfluous cargo. The interesting but time-absorbing study of the ocean-depths was therefore postponed for a while.

With regard to the Antarctic land to be expected ahead, many of Wilkes's landfalls, where they had been investigated by later expeditions, had been disproved. It seemed as if he had regarded the northern margin of the solid floe and shelf-ice as land; perhaps also mistaking bergs, frozen in the floe and distorted by mirage, for ice-covered land. Nevertheless, his soundings, and the light thrown upon the subject by the Scott and Shackleton expeditions, left no doubt in my mind that land would be found within a reasonable distance south of the position assigned by Wilkes. Some authorities had held that any land existing in this region would be found to be of the nature of isolated islands. Those familiar with the adjacent land, however, were all in favour of it being continental-a continuation of the Victoria Land plateau. The land lay to the south beyond doubt; the problem was to reach it through the belt of ice-bound sea. Still, navigable pack-ice might be ahead, obviating the need of driving too far to the west.

"Ice on the starboard bow!" At 4 P.M. on December 29 the cry was raised, and shortly after we passed alongside a small caverned berg whose bluish-green tints called forth general admiration. In the distance others could be seen. One larger than the average stood almost in our path. It was of the flat-topped, sheer-walled type, so characteristic of the Antarctic regions; three-quarters of a mile long and half a mile wide, rising eighty feet above the sea.

It has been stated that tabular bergs are typical of the Antarctic as opposed to the Arctic. This diversity is explained by a difference in the glacial conditions. In the north, glaciation is not so marked and, as a rule, coastal areas are free from ice, except for valley-glaciers which transport ice from the high interior down to sea-level. There, the summer temperature is so warm that the lower parts of the glaciers become much decayed, and, reaching the sea, break up readily into numerous irregular, pinnacled bergs of clear ice. In the south, the tabular forms result from the fact that the average annual temperature is colder than that prevailing at the northern axis of the earth. They are so formed because, even at sea-level, no appreciable amount of thawing takes place in midsummer. The inland ice pushes out to sea in enormous masses, and remains floating long before it "calves" to form bergs. Even though its surface has been thrown into ridges as it was creeping over the uneven land, all are reduced to a dead level or slightly undulating plain, in the free-floating condition, and are still further effaced by dense drifts and repeated falls of snow descending upon them. The upper portion of a table-topped berg consists, therefore, of consolidated snow; neither temperature nor pressure having been sufficient to metamorphose it into clear ice. Such a berg in old age becomes worn into an irregular shape by the action of waves and weather, and often completely capsizes, exposing its corroded basement.

A light fog obscured the surrounding sea and distant bergs glided by like spectres. A monstrous block on the starboard side had not been long adrift, for it showed but slight signs of weathering.

The fog thickened over a grey swell that shimmered with an oily lustre. At 7 P.M. pack-ice came suddenly to view, and towards it we steered, vainly peering through the mists ahead in search of a passage. The ice was closely packed, the pieces being small and wellworn. On the outskirts was a light brash which steadily gave place to a heavier variety, composed of larger and more angular fragments. A swishing murmur like the wind in the tree-tops came from the great expanse. It was alabaster-white and through the small, separate chips was diffused a pale lilac coloration. The larger chunks, by their motion and exposure to wind and current, had a circle of clear water; the deep sea-blue hovering round their water-worn niches. Here and there appeared the ochreous-yellow colour of adhering films of diatoms.

As we could not see what lay beyond, and the pack was becoming heavier, the ship was swung round and headed out.

Steering to the west through open water and patches of trailing brash, we were encouraged to find the pack trending towards the south. By pushing through bars of jammed floes and dodging numerous bergs, twenty miles were gained due southwards before the conditions had changed. The fog cleared, and right ahead massive bergs rose out of an ice-strewn sea. We neared one which was a mile in length and one hundred feet in height. The heaving ocean, dashing against its mighty, glistening walls, rushed with a hollow boom into caverns of ethereal blue; gothic portals to a cathedral of resplendent purity.

The smaller bergs and fragments of floe crowded closer together, and the two men at the wheel had little time for reverie. Orders came in quick succession-"Starboard! Steady!" and in a flash-"Hard-a-port!" Then repeated all over again, while the rudder-chains scraped and rattled in their channels.

Gradually the swell subsided, smoothed by the weight of ice. The tranquillity of the water heightened the superb effects of this glacial world. Majestic tabular bergs whose crevices exhaled a vaporous azure; lofty spires, radiant turrets and splendid castles; honeycombed masses illumined by pale green light within whose fairy labyrinths the water washed and gurgled. Seals and penguins on magic gondolas were the silent denizens of this dreamy Venice. In the soft glamour of the midsummer midnight sun, we were possessed by a rapturous wonder-the rare thrill of unreality.

The ice closed in, and shock after shock made the ship vibrate as she struck the smaller pieces full and fair, followed by a crunching and grinding as they scraped past the sides. The dense pack had come, and hardly a square foot of space showed amongst the blocks; smaller ones packing in between the larger, until the sea was covered with a continuous armour of ice. The ominous sound arising from thousands of faces rubbing together as they gently oscillated in the swell was impressive. It spoke of a force all-powerful, in whose grip puny ships might be locked for years and the less fortunate receive their last embrace.

The pack grew heavier and the bergs more numerous, embattled in a formidable array. If an ideal picture, from our point of view it was impenetrable. No "water sky" showed as a distant beacon; over all was reflected the pitiless, white glare of the ice. The 'Aurora' retreated to the open sea, and headed to the west in search of a break in the ice-front. The wind blew from the south-east, and, with sails set to assist the engines, rapid progress was made.

The southern prospect was disappointing, for the heavy pack was ranged in a continuous bar. The over-arching sky invariably shone with that yellowish-white effulgence known as "ice blink," indicative of continuous ice, in contrast with the dark water sky, a sign of open water, or a mottled sky proceeding from an ice-strewn but navigable sea.

Though progress can be made in dense pack, provided it is not too heavy, advance is necessarily very slow-a few miles a day, and that at the expense of much coal. Without a well-defined "water sky" it would have been foolish to have entered. Further, everything pointed to heavier ice-conditions in the south, and, indeed, in several places we reconnoitred, and such was proved to be the case. Large bergs were numerous, which, on account of being almost unaffected by surface currents because of their ponderous bulk and stupendous draught, helped to compact the shallow surface-ice under the free influence of currents and winds. In our westerly course we were sometimes able to edge a little to the south, but were always reduced to our old position within a few hours. Long projecting "tongues" were met at intervals and, when narrow or open, we pushed through them.

Whales were frequently seen, both rorquals and killers. On the pack, sea-leopards and crab-eater seals sometimes appeared. At one time as many as a hundred would be counted from the bridge and at other moments not a single one could be sighted. They were not alarmed, unless the ship happened to bump against ice-masses within a short distance of them. A small sea-leopard, shot from the fo'c'sle by a well-directed bullet from Wild, was taken on board as a specimen; the meat serving as a great treat for the dogs.

On January 2, when driving through a tongue of pack, a halt was made to "ice ship." A number of men scrambled over the side on to a large piece of floe and handed up the ice. It was soon discovered, however, that the swell was too great, for masses of ice ten tons or more in weight swayed about under the stern, endangering the propeller and rudder-the vulnerable parts of the vessel. So we moved on, having secured enough fresh-water ice to supply a pleasant change after the somewhat discoloured tank-water then being served out. The ice still remained compact and forbidding, but each day we hoped to discover a weak spot through which we might probe to the land itself.

On the evening of January 2 we saw a high, pinnacled berg, a few miles within the edge of the pack, closely resembling a rocky peak; the transparent ice of which it was composed appeared, in the dull light, of a much darker hue than the surrounding bergs. Another adjacent block exhibited a large black patch on its northern face, the exact nature of which could not be ascertained at a distance. Examples of rock debris embedded in bergs had already been observed, and it was presumed that this was a similar case. These were all hopeful signs, for the earthy matter must, of course, have been picked up by the ice during its repose upon some adjacent land.

At this same spot, large flocks of silver-grey petrels were seen resting on the ice and skimming the water in search of food. As soon as we had entered the ice-zone, most of our old companions, such as the albatross, had deserted, while a new suite of Antarctic birds had taken their place. These included the beautiful snow petrel, the Antarctic petrel, and the small, lissome Wilson petrel-a link with the bird-life of more temperate seas.

On the evening of January 3 the wind was blowing fresh from the south-east and falling snow obscured the horizon. The pack took a decided turn to the north, which fact was particularly disappointing in view of the distance we had already traversed to the west. We were now approaching the longitude of D'Urville's landfall, and still the pack showed no signs of slackening. I was beginning to feel very anxious, and had decided not to pass that longitude without resorting to desperate measures.

The change in our fortunes occurred at five o'clock next morning, when the Chief Officer, Toucher, came down from the bridge to report that the atmosphere was clearing and that there appeared to be land-ice near by. Sure enough, on the port side, within a quarter of a mile, rose a massive barrier of ice extending far into the mist and separated from the ship by a little loose pack-ice. The problem to be solved was, whether it was the seaward face of an ice-covered continent, the ice-capping of a low island or only a flat-topped iceberg of immense proportions.

By 7 A.M. a corner was reached where the ice-wall trended southward, limned on the horizon in a series of bays and headlands. An El Dorado had opened before us, for the winds coming from the east of south had cleared the pack away from the lee of the ice-wall, so that in the distance a comparatively clear sea was visible, closed by a bar of ice, a few miles in extent. Into this we steered, hugging the ice-wall, and were soon in the open, speeding along in glorious sunshine, bringing new sights into view every moment.

The wall, along the northern face, was low-from thirty to seventy feet in height-but the face along which we were now progressing gradually rose in altitude to the south. It was obviously a shelf-ice formation (or a glacier-tongue projection of it), exactly similar in build, for instance, to the Great Ross Barrier so well described by Ross, Scott, and others. At the north-west corner, at half a dozen places within a few miles of each other, the wall was puckered up and surmounted by semi-conical eminences, half as high as the face itself. These peculiar elevations were unlike anything previously recorded and remained unexplained for a while, until closer inspection showed them to be the result of impact with other ice-masses-a curious but conceivable cause.

On pieces of broken floe Weddell seals were noted. They were the first seen on the voyage and a sure indication of land, for their habitat ranges over the coastal waters of Antarctic lands.

A large, low, dome-topped elevation, about one mile in diameter, was passed on the starboard side, at a distance of two miles from the long ice-cliff. This corresponded in shape with what Ross frequently referred to as an "ice island," uncertain whether it was a berg or ice-covered land. A sounding close by gave two hundred and eight fathoms, showing that we were on the continental shelf, and increasing the probability that the "ice island" was aground.

Birds innumerable appeared on every hand: snow petrels, silver petrels, Cape pigeons and Antarctic petrels. They fluttered in hundreds about our bows. Cape pigeons are well known in lower latitudes, and it was interesting to find them so far south. As they have chessboard-like markings on the back when seen in flight, there is no mistaking them.

The ice-wall or glacier-tongue now took a turn to the south-east. At this point it had risen to a great height, about two hundred feet sheer. A fresh wind was blowing in our teeth from the south-south-east, and beyond this point would be driving us on to the cliffs. We put the ship about, therefore, and made for the lee side of the "ice island."

In isolated coveys on the inclined top of the "island" were several flocks, each containing hundreds of Antarctic petrels. At intervals they would rise into the air in clouds, shortly afterwards to settle down again on the snow.

Captain Davis moved the ship carefully against the lee wall of the "island," with a view of replenishing our water supply, but it was unscalable, and we were forced to withdraw. Crouched on a small projection near the water's edge was a seal, trying to evade the eyes of a dozen large grampuses which were playing about near our stern. These monsters appeared to be about twenty-five feet in length. They are the most formidable predacious mammals of the Antarctic seas, and annually account for large numbers of seals, penguins, and other cetaceans. The sea-leopard is its competitor, though not nearly so ferocious as the grampus, of whom it lives in terror.

The midnight hours were spent off the "ice island" while we wafted for a decrease in the wind. Bars of cirrus clouds covered the whole sky-the presage of a coming storm. The wind arose, and distant objects were blotted out by driving snow. An attempt was made to keep the ship in shelter by steaming into the wind, but as "ice island" and glacier-tongue were lost in clouds of snow, we were fortunate to make the lee of the latter, about fourteen miles to the north. There we steamed up and down until the afternoon of January 5, when the weather improved. A sounding was taken and the course was once more set for the south.

The sky remained overcast, the atmosphere foggy, and a south-south-east wind was blowing as we came abreast of the "ice island," which, by the way, was discovered to have drifted several miles to the north, thus proving itself to be a free-floating berg. The glacier-tongue on the port side took a sharp turn to the east-south-east, disappearing on the horizon. As there was no pack in sight and the water was merely littered with fragments of ice, it appeared most likely that the turn in the glacier-tongue was part of a great sweeping curve ultimately joining with the southward land. On our south-south-east course we soon lost sight of the ice-cliffs in a gathering fog.

On the afternoon of January 6 the wind abated and the fog began to clear. At 5 P.M. a line of ice confronted us and, an hour later, the 'Aurora' was in calm water under another mighty ice face trending across our course. This wall was precisely similar to the one seen on the previous evening, and might well have been a continuation of it. It is scarcely credible that when the 'Aurora' came south the following year, the glacier-tongue first discovered had entirely disappeared. It was apparently nothing more than a huge iceberg measuring forty miles in length. Specially valuable, as clearing up any doubt that may have remained, was its re-discovery the following year some fifty miles to the north-west. Close to the face of the new ice-wall, which proved to be a true glacier-tongue, a mud bottom was found at a depth of three hundred and ninety-five fathoms.

While we were steaming in calm water to the south-west, the massive front, serrated by shallow bays and capes, passed in magnificent review. Its height attained a maximum of one hundred and fifty feet. In places the sea had eaten out enormous blue grottoes. At one spot, several of these had broken into each other to form a huge domed cavern, the roof of which hung one hundred feet above the sea. The noble portico was flanked by giant pillars.

The glacier-tongue bore all the characters of shelf-ice, by which is meant a floating extension of the land-ice.** A table-topped berg in the act of formation was seen, separated from the parent body of shelf-ice by a deep fissure several yards in width.

** Subsequently this shelf-ice formation was found to be a floating

glacier-tongue sixty miles in length, the seaward extension of a large

glacier which we named the Mertz Glacier.

At 11 P.M. the 'Aurora' entered a bay, ten miles wide, bounded on the east by the shelf-ice wall and on the west by a steep snow-covered promontory rising approximately two thousand feet in height, as yet seen dimly in hazy outline through the mist. No rock was visible, but the contour of the ridge was clearly that of ice-capped land.

There was much jubilation among the watchers on deck at the prospect. Every available field-glass and telescope was brought to bear upon it. It was almost certainly the Antarctic continent, though, at that time, its extension to the east, west and south remained to be proved. The shelf-ice was seen to be securely attached to it and, near its point of junction with the undulating land-ice, we beheld the mountains of this mysterious land haloed in ghostly mist.

While passing the extremity of the western promontory, we observed an exposure of rock, jutting out of the ice near sea-level, in the face of a scar left by an avalanche. Later, when passing within half a cable's length of several berg-like masses of ice lying off the coast, rock was again visible in black relief against the water's edge, forming a pedestal for the ice. The ship was kept farther offshore, after this warning, for though she was designed to buffet with the ice, we had no desire to test her resistance to rock.

The bottom was very irregular, and as an extra precaution, soundings were taken every few minutes. Through a light fog all that could be seen landwards was a steep, sloping, icy surface descending from the interior, and terminating abruptly in a seaward cliff fifty to two hundred feet in height.

The ice-sheet terminating in this wall presented a more broken surface than the floating shelf-ice. It was riven and distorted by gaping crevasses; an indication of the rough bed over which it had travelled.

Towards midnight another bay was entered and many rocky islets appeared on its western side. The engines were stopped for a few hours, and the voyage was resumed in clearer weather on the following morning.

All day we threaded our way between islands and bergs. Seals and penguins swam around, the latter squawking and diving in a most amusing manner.

Cautiously we glided by an iceberg, at least one hundred and fifty feet high, rising with a faceted, perpendicular face chased with soft, snowy traceries and ornamented with stalactites. Splits and rents broke into the margin, and from each streamed the evanescent, azure vapour. Each puncture and tiny grotto was filled with it, and a sloping cap of shimmering snow spread over the summit. The profile-view was an exact replica of a battleship, grounded astern. The bold contour of the bow was perfect, and the massive flank had been torn and shattered by shell-fire in a desperate naval battle. This berg had heeled over considerably, and the original water-line ran as a definite rim, thirty feet above the green water. From this rim shelved down a smooth and polished base, marked with fine vertical striae.

Soundings varied from twenty to two hundred fathoms, and, accordingly, the navigation was particularly anxious work.

Extending along about fifteen miles of coast, where the inland ice came down steeply to the sea, was a marginal belt of sea, about two or three miles in width, thickly strewn with rocky islets. Of these some were flat and others peaked, but all were thickly populated by penguins, petrels and seals. The rocks appeared all to be gneisses and schists.

Later that night we lay off a possible landing-place for one of our bases, but, on more closely inspecting it in the morning, we decided to proceed farther west into a wide sweeping bay which opened ahead. About fifty miles ahead, on the far side of Commonwealth Bay, as we named it, was a cape which roughly represented in position Cape Decouverte, the most easterly extension of Adelie Land seen by D'Urville in 1840. Though Commonwealth Bay and the land already seen had never before been sighted, all was placed under the territorial name of Adelie Land.

The land was so overwhelmed with ice that, even at sea-level, the rock was all but entirely hidden. Here was an ice age in all earnestness; a picture of Northern Europe during the Great Ice Age some fifty thousand years ago. It was evident that the glaciation of Adelie Land was much more severe than that in higher Antarctic latitudes, as exampled on the borders of the Ross Sea; the arena of Scott's, Shackleton's and other expeditions. The temperature could not be colder, so we were led to surmise that the snowfall must be excessive. The full truth was to be ascertained by bitter experience, after spending a year on the spot.

I had hoped to find the Antarctic continent in these latitudes bounded by a rocky and attractive coast like that in the vicinity of Cape Adare; the nearest well-explored region. It had proved otherwise, only too well endorsing the scanty information supplied by D'Urville and Wilkes of the coastline seen by them. A glance at the austere plateau and the ice-fettered coast was evidence of a rigid, inhospitable climate. It was apparent, too, that only a short summer could be expected in these latitudes, thus placing limitations upon our operations.

If three bases were to be landed it was important that they should be spread at sufficiently wide intervals. If one were placed in Adelie Land, the ship would probably have to break through the pack in establishing each of the other two ba ses. Judging by our previous experience there was no certain prospect of this being effected. The successful landing of three bases in suitable positions, sufficiently far apart for advantageous co-operation in geographical, meteorological and other observations, had now become problematical. In addition, one of the parties was not as strong as I would have liked, considering what would be undoubtedly its strenuous future.

For some days the various phases of the situation had occupied my mind, and I now determined to risk two bases, combining the smallest of the three parties with the Main Base. Alterations in the personnel of the third party were also made, by which the Main Base would be increased in strength for scientific work, and the other party under the leadership of Wild would be composed of men of specially good sledging calibre, besides being representative of the leading branches of our scientific programme.

We had a splendid lot of men, and I had no difficulty in choosing for Wild seven companions who could be relied upon to give a good account of themselves. It was only by assuring myself of their high efficiency that I could expect to rest from undue anxiety throughout the year of our separation. The composition of the two parties was as follows:

Main Base: R. Bage, F. H. Bickerton, J. H. Close, P. E. Correll, W. H. Hannam, A. J. Hodgeman, J. G. Hunter, J. F. Hurley, C. F. Laseron, C. T. Madigan, A. L. McLean, X. Mertz, H. D. Murphy, B. E. S. Ninnis, F. L. Stillwell, E. N. Webb, L. H. Whetter and myself.

Western Party: G. Dovers, C. T. Harrisson, C. A. Hoadley, S. E. Jones, A. L. Kennedy, M. H. Moyes, A. D. Watson, and F. Wild (leader).

I was now anxious to find a suitable location for our Main Base; two reasons making it an urgent matter. The first was, that as we advanced to the west we were leaving the South Magnetic Pole, and I was anxious to have our magnetographs running as near the latter as possible. Secondly, we would be daily increasing our distance from Macquarie Island, making wireless communication more uncertain.

At noon on January 8, while I was weighing the pros and cons with Captain Davis, Wild came in to say that there was a rocky exposure about fifteen miles off on the port side, and suggested altering our course to obtain a better view of it.

Just after 4 P.M., when the ship was about one mile from the nearest rocks, the whale-boat was lowered and manned. We rowed in with the object of making a closer investigation. From the ship's deck, even when within a mile, the outcrop had appeared to project directly from under the inland ice-sheet. Now, however, we were surprised to find ourselves amongst an archipelago of islets. These were named the Mackellar Islets, in remembrance of one who had proved a staunch friend of the Expedition.

Weddell seals and Adelie penguins in thousands rested upon the rocks; the latter chiefly congregated upon a long, low, bare islet situated in the centre. This was the largest of the group, measuring about half a mile in length; others were not above twenty yards in diameter. As we came inshore, the main body of the archipelago was found to be separated by a mile and a half from the mainland. A point which struck us at the time was that the islets situated on the southern side of the group were capped by unique masses of ice; resembling iced cakes. Later we were able to see them in process of formation. In the violent southerly hurricanes prevalent in Adelie Land, the spray breaks right over them. Part of it is deposited and frozen, and by increments the icing of these monstrous "cakes" is built up. The amount contributed in winter makes up for loss by thawing in midsummer. As the islets to windward shelter those in their lee, the latter are destitute of these natural canopies.

Soundings were taken at frequent intervals with a hand lead-line, manipulated by Madigan. The water was on the whole shallow, varying from a few to twenty fathoms. The bottom was clothed by dense, luxuriant seaweed. This rank growth along the littoral was unexpected, for nothing of the kind exists on the Ross Sea coasts within five or six fathoms of the surface.

Advancing towards the mainland, we observed a small islet amongst the rocks, and towards it the boat was directed. We were soon inside a beautiful, miniature harbour completely land-locked. The sun shone gloriously in a blue sky as we stepped ashore on a charming ice-quay-the first to set foot on the Antarctic continent between Cape Adare and Gaussberg, a distance of one thousand eight hundred miles.

Wild and I proceeded to make a tour of exploration. The rocky area at Cape Denison, as it was named, was found to be about one mile in length and half a mile in extreme width. Behind it rose the inland ice, ascending in a regular slope and apparently free of crevasses-an outlet for our sledging parties in the event of the sea not firmly freezing over. To right and left of this oasis, as the visitor to Adelie Land must regard the welcome rock, the ice was heavily crevassed and fell sheer to the sea in cliffs, sixty to one hundred and fifty feet in height. Two small dark patches in the distance were the only evidences of rock to relieve the white monotony of the coast.

In landing cargo on Antarctic shores, advantage is generally taken of the floe-ice on to which the materials can be unloaded and at once sledged away to their destination. Here, on the other hand, there was open water, too shallow for the 'Aurora' to be moored alongside the ice-foot. The only alternative was to anchor the ship at a distance and discharge the cargo by boats running to the ideal harbour we had discovered. Close to the boat harbour was suitable ground for the erection of a hut, so that the various impedimenta would have to be carried only a short distance. For supplies of fresh meat, in the emergency of being marooned for a number of years, there were many Weddell seals at hand, and on almost all the neighbouring ridges colonies of penguins were busy rearing their young.64

As a station for scientific investigations, it offered a wider field than the casual observer would have imagined. So it came about that the Main Base was finally settled at Cape Denison, Commonwealth Bay.

We arrived on board at 8 P.M., taking a seal as food for the dogs. Without delay, the motor-launch was dropped into the water, and both it and the whale-boat loaded with frozen carcasses of mutton, cases of eggs and other perishable goods.

While some of us went ashore in the motor-launch, with the whale-boat in tow, the 'Aurora' steamed round the Mackellar Islets seeking for a good anchorage under the icy barrier, immediately to the west of the boat harbour. The day had been perfect, vibrant with summer and life, but towards evening a chill breeze sprang up, and we in the motor-launch had to beat against it. By the time we had reached the head of the harbour, Hoadley had several fingers frost-bitten and all were feeling the cold, for we were wearing light garments in anticipation of fine weather. The wind strengthened every minute, and showers of fine snow were soon whistling down the glacier. No time was lost in landing the cargo, and, with a rising blizzard at our backs, we drove out to meet the 'Aurora'. On reaching the ship a small gale was blowing and our boats were taken in tow.

The first thing to be considered was the mooring of the 'Aurora' under the lee of the ice-wall, so as to give us an opportunity of getting the boats aboard. In the meantime they were passed astern, each manned by several hands to keep them bailed out; the rest of us having scrambled up the side. Bringing the ship to anchor in such a wind in uncharted, shoal water was difficult to do in a cool and methodical manner. The sounding machine was kept running with rather dramatic results; depths jumping from five to thirty fathoms in the ship's length, and back again to the original figure in the same distance. A feeling of relief passed round when, after much manoeuvring, the anchor was successfully bedded five hundred yards from the face of the cliff.

Just at this time the motor-launch broke adrift. Away it swept before a wind of forty-five miles per hour. On account of the cold, and because the engine was drenched with sea-water, some difficulty was found in starting the motor. From the ship's deck we could see Bickerton busily engaged with it. The rudder had been unshipped, and there was no chance of replacing it, for the boat was bobbing about on the waves in a most extraordinary manner. However, Whetter managed to make a jury-rudder which served the purpose, while Hunter, the other occupant, was kept laboriously active with the pump.

They had drifted half a mile, and were approaching the rocks of an islet on which the sea was breaking heavily. Just as every one was becoming very apprehensive, the launch began to forge ahead, and the men had soon escaped from their dangerous predicament. By the united efforts of all hands the boats were hoisted on board and everything was made as "snug" as possible.

The wind steadily increased, and it seemed impossible for the anchor to hold. The strain on the cable straightened out a steel hook two inches in diameter. This caused some embarrassment, as the hook was part of the cable attachment under the fo'c'sle-head. It is remarkable, however, that after this was adjusted the ship did not lose her position up to the time of departure from Adelie Land.

Though we were so close under the shelter of a lofty wall, the waves around us were at least four feet in height and when the wind increased to sixty-five and seventy miles per hour, their crests were cut off and the surface was hidden by a sheet of racing spindrift.

Everything was securely lashed in readiness for going to sea, in case the cable should part. Final arrangements were then made to discharge the cargo quickly as soon as the wind moderated.

Two days had elapsed before the wind showed any signs of abatement. It was 8 P.M. on January 10 when the first boat ventured off with a small cargo, but it was not till the following morning that a serious start was made. In good weather, every trip between the ship and the boat harbour, a distance of a mile, meant that five or six tons had been landed. It was usual for the loaded launch to tow both whale-boats heavily laden and, in addition, a raft of hut timbers or wireless masts. Some of the sailors, while engaged in building rafts alongside the ship, were capsized into the water and after that the occupation was not a popular one.

Ashore, Wild had rigged a derrick, using for its construction two of the wireless royal masts. It was thus possible to cope with the heavier packages at the landing-place. Of the last-named the air-tractor sledge was by far the most troublesome. With plenty of manual labour, under Wild's skilful direction, this heavy machine was hoisted from the motor-launch, and then carefully swung on to the solid ice-foot.

Captain Davis superintended the discharging operations on the ship, effected by the crew and some of the land party under the direction of the ship's officers. Wild supervised conveyance ashore, and the landing, classification, and safe storage of the various boat-loads. Gillies and Bickerton took alternate shifts in driving the motor-launch. The launch proved invaluable, and we were very glad that it had been included in the equipment, for it did a remarkable amount of work in a minimum of time.

In view of the difficulty of embarking the boats, if another hurricane should arise, tents were erected ashore, so that a party could remain there with the boats moored in a sheltered harbour.

Everything went well until just before midnight on January 12, when the wind again swept down. Wild, four of the men and I were forced to remain ashore. We spent the time constructing a temporary hut of benzine cases, roofed with planks; the walls of which were made massive to resist the winds. This structure was henceforth known as the "Benzine Hut".

The barometer dropped to 28.5 inches and the wind remained high. We were struck with the singular fact that, even in the height of some of these hurricanes, the sky remained serene and the sun shone brightly. It had been very different when the ship was amongst the pack a few miles to the north, for, there, cloudy and foggy conditions had been the rule. The wind coming to us from the south was dry; obviously an argument for the continental extension of the land in that direction.

At 2 A.M. on January 15 a pre-arranged whistle was sounded from the 'Aurora', advising those of us ashore that the sea had moderated sufficiently to continue unloading. Wild sped away in the launch, but before he had reached the ship the wind renewed its activity. At last, after 2 P.M. on the same day it ceased, and we were able to carry on work until midnight, when the wind descended on us once more. This time, eighteen men remained ashore. After twelve hours there was another lull, and unloading was then continued with only a few intermissions from 1 P.M. on January 16 until the afternoon of January 19.

Never was landing so hampered by adverse conditions, and yet, thanks to the assiduous application of all, a great assortment of materials was safely embarked. Comprised among them were the following: twenty-three tons of coal briquettes, two complete living-huts, a magnetic observatory, the whole of the wireless equipment, including masts, and more than two thousand packages of general supplies containing sufficient food for two years, utensils, instruments, benzine, kerosene, lubricating oils an air-tractor and other sledges.

Then came the time for parting. There was a great field before Wild's party to the west, and it was important that they should be able to make the most of the remainder of the season. My great regret was that I could not be with them. I knew that I had men of experience and ability in Davis and Wild, and felt that the work entrusted to them was in the best of hands. Through the medium of wireless telegraphy I hoped to keep in touch with the Macquarie Island party, the Western Base,** and the ship itself, when in Australian waters.

** They were supplied with masts and a receiving set sufficiently

sensitive to pick up messages from a distance of five or six hundred

miles.

It was my idea that Wild's party should proceed west and attempt to effect a landing and establish a western wintering station at some place not less than four hundred miles west of Adelie Land. On the way, whenever opportunity presented itself, they were to cache provisions at intervals along the coast in places liable to be visited by sledging parties.

The location of such caches and of the Western Base, it was hoped, would be communicated to us at the Main Base, through the medium of wireless telegraphy from Hobart.

All members of the land parties and the ship's officers met in the ward-room. There were mutual good wishes expressed all round, and then we celebrated previous Antarctic explorers, more especially D'Urville and Wilkes. The toast was drunk in excellent Madeira presented to us by Mr. J. T. Buchanan, who had carried this sample round the world with him when a member of the celebrated 'Challenger' expedition.

The motor-launch was hoisted and the anchor raised. Then at 8.45 P.M. on January 19 we clambered over the side into one of the whale-boats and pushed off for Cape Denison, shouting farewells back to the 'Aurora'. Several hours later she had disappeared below the north-western horizon, and we had set to work to carve out a home in Adelie Land.