South!, Ernest Shackleton [good books to read in english TXT] 📗

A crack about four miles long opened in the floe to the stern of the ship on the 3rd. The narrow lane in front was still open, but the prevailing light breezes did not seem likely to produce any useful movement in the ice. Early on the morning of the 5th a northeasterly gale sprang up, bringing overcast skies and thick snow. Soon the pack was opening and closing without much loosening effect. At noon the ship gave a sudden start and heeled over three degrees. Immediately afterwards a crack ran from the bows to the lead ahead and another to the lead astern. I thought it might be possible to reeve the ship through one of these leads towards open water, but we could see no water through the thick snow; and before steam was raised, and while the view was still obscured, the pack closed again. The northerly gale had given place to light westerly breezes on the 6th. The pack seemed to be more solid than ever. It stretched almost unbroken to the horizon in every direction, and the situation was made worse by very low temperatures in succeeding days. The temperature was down to zero on the night of the 7th and was two degrees below zero on the 8th. This cold spell in midsummer was most unfortunate from our point of view, since it cemented the pack and tightened the grip of the ice upon the ship. The slow drift to the southwest continued, and we caught occasional glimpses of distant uplands on the eastern horizon. The position on the 7th was lat. 76° 57′ S., long. 35° 7′ W. Soundings on the 6th and 8th found glacial mud at 630 and 529 fathoms.

The Endurance was lying in a pool covered by young ice on the 9th. The solid floes had loosened their grip on the ship itself, but they were packed tightly all around. The weather was foggy. We felt a slight northerly swell coming through the pack, and the movement gave rise to hope that there was open water near to us. At 11 a.m. a long crack developed in the pack, running east and west as far as we could see through the fog, and I ordered steam to be raised in the hope of being able to break away into this lead. The effort failed. We could break the young ice in the pool, but the pack defied us. The attempt was renewed on the 11th, a fine clear day with blue sky. The temperature was still low −2° F at midnight. After breaking through some young ice the Endurance became jammed against soft floe. The engines running full speed astern produced no effect until all hands joined in “sallying” ship. The dog-kennels amidships made it necessary for the people to gather aft, where they rushed from side to side in a mass in the confined space around the wheel. This was a ludicrous affair, the men falling over one another amid shouts of laughter without producing much effect on the ship. She remained fast, while all hands jumped at the word of command, but finally slid off when the men were stamping hard at the double. We were now in a position to take advantage of any opening that might appear. The ice was firm around us, and as there seemed small chance of making a move that day, I had the motor crawler and warper put out on the floe for a trial run. The motor worked most successfully, running at about six miles an hour over slabs and ridges of ice hidden by a foot or two of soft snow. The surface was worse than we would expect to face on land or barrier-ice. The motor warped itself back on a 500-fathom steel wire and was taken aboard again. “From the masthead the mirage is continually giving us false alarms. Everything wears an aspect of unreality. Icebergs hang upside down in the sky; the land appears as layers of silvery or golden cloud. Cloud-banks look like land, icebergs masquerade as islands or nunataks, and the distant barrier to the south is thrown into view, although it really is outside our range of vision. Worst of all is the deceptive appearance of open water, caused by the refraction of distant water, or by the sun shining at an angle on a field of smooth snow or the face of ice-cliffs below the horizon.”

The second half of February produced no important change in our situation. Early in the morning of the 14th I ordered a good head of steam on the engines and sent all hands on to the floe with ice-chisels, prickers, saws, and picks. We worked all day and throughout most of the next day in a strenuous effort to get the ship into the lead ahead. The men cut away the young ice before the bows and pulled it aside with great energy. After twenty-four hours’ labour we had got the ship a third of the way to the lead. But about 400 yards of heavy ice, including old rafted pack, still separated the Endurance from the water, and reluctantly I had to admit that further effort was useless. Every opening we made froze up again quickly owing to the unseasonably low temperature. The young ice was elastic and prevented the ship delivering a strong, splitting blow to the floe, while at the same time it held the older ice against any movement. The abandonment of the attack was a great disappointment to all hands. The men had worked long hours without thought of rest, and they deserved success. But the task was beyond our powers. I had not abandoned hope of getting clear, but was counting now on the possibility of having to spend a winter in the inhospitable arms of the