ie

¢
afi
peaee:

 
©
|
=
se
a

 

 

 

Compliments
/
th

 

 

As
Se
eco
sg
of the of
oe

 
UMN A
31924 083 524 383

All books are subject to recall after two weeks"
Olin/Kroch Library

DATE DUE

 

PRINTED IN U.S.A.
 

 

CoMMANDER W.S. SCHLEY, U.S. N., ComManvER GREELY RELIEF EXPEDITION, 1884.
REPORT

WINFIELD 8. SCHLEY,

COMMANDER, U.S. NAVY,

GREELY RELIEF EXPEDITION

1884.

WASHINGTON:
GOVERNMENT PRINTING OFFICE,

1887,

@
 

/CORNELLS
UNIVERSITY
<< LIBRARY |

    

 
   
THE GREELY RELIEF EXPEDITION.

U. 8. S. THETISs,
Navy-Yard New York, September 4, 1884.

Hon. Wm. E. CHANDLER,
Secretary of the Navy.
SIR:
In obedience to your order of. eens 18, assigning me to the
command of the Greely, Relief. Expedition of 1884, as indicated in
your communication of that: date, poevanee

em

Navy DEPARTMENT,
Washington, February 18, 1884.

Sir: Having been selected for ihe command of the Greely Relief Expedition of
1884, you will make immediate and full preparation for the performance of your
duties. You wil investigate the circumstances of Lieutenant Greely’s voyage to
Lady Franklin Sound, in 1881, and of the attempts to relieve him in 1882 and 1883,
incidentally familiarizing yourself with the whole subject of Arctic exploring and
relief expeditions. You will examine the Thetis and Bear and all other ships
which may be designed for the expedition, and co-operate with the Chiefs of Bureaus
in strengthening and equipping them; giving particular attention to all the special
articles of outfit necessary in Arctic voyaging, including boats, sledges, dogs,
houses, provisions, clothing, navigation instruments, and the whole material of the
expedition.

You will also consider and assist in the selection of the subordinate officers and
the enlistment of the crew, and on all points above indicated, and concerning any
steps which ought to be taken to give success to the expedition you will from time
to time make to the Department all suggestions and recommendations which may
occur to you as useful or important.

Very respectfully,
W. E. CHANDLER,
Secretary of the Navy.
Commander WINFIELD S SCHLEY,
Washington.

the following letters were addressed to the several Chiefs of Bureaus
of the Navy Department, suggesting the complements of officers and
men, and articles of outfit necessary for the vessels to compose the
expeditionary force:

Wasuineton, D.C., February 19, 1884.
Sir: I have the honor to inform you that the Greely Relief Expedition will be
composed of three vessels, as follows :
Thetis, with a crew of 35 people (officers and men).
4 GREELY RELIEF EXPEDITION.

Bear, with a crew of 35 people (officers and men,.

Alert, with a crew of 40 people (officers and men).

Reaching Greenland, an addition to each vessel of 25 dogs and a dog driver will
occur.

On board the Thetis and Bear there will be a crew of 28 enlisted men, with rates,
as follows: 4 petty officers (quartermasters and boatswain’s mates), 10 seamen, 1
boiler-maker, 1 blacksmith, 1 carpenter’s mate, 3 firemen, 1 machinist, 1 ship's
cook, 1 officers’ cook, 1 officers’ steward, 2 Esquimaux, 1 captain of hold and yeo-
man, 1 ice master.

On board the Alert there will be a crew of 33 enlisted men. The same ratings will
exist, except the number of firemen will be increased to 6 and seamen to 12.

These men should, as far as practicable, be homogeneous in nationality, Swedes
and Norwegians preferred, after Americans, and they should understand in ship-
ping that every man will be called upon for any and every duty incident to the
service.

Very respectfully,
W. 8S. SCHLEY, Commander, U. S. N.,
Commanding Gree'y Relief Expedition.
Commodore EARL ENGLISH,
Chief of Bureau of Equipment and Recruiting.

WasuinetTon, D. C., February 19, 1884.

Sir: Ihave the honor to request that you will forward to New York by the first
of April next, for use on board the three ships of the Greely Relief Expedition, the
following articles, viz, thirty-six Springfield rifles, eighteen double-barreled fowl-
ing pieces, of the simplest breech loading mechanism, and of the type best suited
for the expedition.

For each ship the same quantity of ammunition as furnished the Rodgers.

Also a sufficient quantity of five-pound charges of gunpowder and gun-cotton, to
be prepared for use in blasting.

Very respectfully,
W. 8. SCHLEY, Commander, U. S. N.,

Commanding Greely Reliet Expedition.
Commodore SICARD, ‘

Chief of Bureau of Ordnance.

Wasuineaton, D. C., February 19, 1884.

Sir: I have the honor to inform you that the Greeley Relief Expedition will be
composed of three vessels, as follows :

Thetis, with a crew of 35 people (officers and men).

Bear, with a crew of 35 people (officers and men).

Alert, with a crew of 40 people (officers and men).

Reaching Greenland, an addition to each vessel of 25 dogs and a dog driver will
occur.

Will you please make out an allowance of provisions for 115 men for a period of
two full years.

The stores for each ship to be in as small packages as possible and in accordance
with the list suggested by Chief Engineer Melville.

Thecloth clothing and over-clothing for the expedition should be madeat the navy-
yard, New York, and will you please authorize the officer in charge to take meas-
GREELY RELIEF EXPEDITION. 5

ures of the officers, and men as fast as enlisted, and fit them out in accordance with
a list to be supplied later.

The skin clothing, either of reindeer or caribou, should be obtained at once, and
the clothing begun at the earliest date; if possible, everything to be ready by April
10 to stow on board; one year’s clothing to be baled for stowage.

Seventy-five pairs of Canadian snow-shoes will be required for the expedition.

Very respectfully,
W. 8. SCHLEY, Commander, U. S. N.,
Commanding Greely Relief Expedition.
Paymaster-General J. A. SMITH,
Chief of Bureau of Provisions and Clothing.

WASHINGTON, D. C., February 19, 1884.

S1tr: I have the honor to inform you that the Greely Relief Expedition will be
composed of three vessels, as follows :

Thetis, with a crew of 35 people (officers and men).

Bear, with a crew of 35 people (officers and men).

Alert, with a crew of 40 people (officers and men).

Reaching Greenland, an addition to each vessel of 25 dogs and a dog driver will
occur.

Will you please authorize the proper persons to prepare the medical outfit for the
same, to be securely packed for delivery at the navy-vard, New York, ready for
stowing on hoard, not later than April 1, 1884.

The supplies should cover a period of at least three years.

Very respectfully,
W.S. SCHLEY, Commander, U. S. N.,
Commanding Greely Relief Expedition.
Surgeon W. K. Van REYPEN,
Acting Chief of Bureau of Medicine and Surgery.

WASHINGTON, D. C., February 25, 1884.
Sir: Please furnish for each of the three ships of the Greely Relief Expedition
the following boats, viz: 5 whale-boats, fitted with bilge keels (24 and 28 feet); 2
17 feet ice dories, fitted as per drawing sent you; 2 ice toboggans, fitted as per
drawing sent you. 3 sledges, for traveling over ice and snow (two of 8 feet, one
of 12 feet, fitted with reversible runners).
All boats to be fitted with oars and paddles; thole-pins to be of wood, with a
number spare for each boat.
Very respectfully,
W.S. SCHLEY, Commander, U. S. N.,
Commanding Greely Relief Expedition.
Chief Naval Constructor, T.D. WILSON,
Chief of Bureau of Construction and Repair.

WASHINGTON, D. C., February 25, 1884.
Sir: I inclose herewith a memorandum of clothing required for the Greely Re-
lief Expedition, referred to in my letter of the 19th instant.
6 GREELY RELIEF EXPEDITION.

In making the estimates for the total amount of each article required, the num-
ber of officers may be placed at 25, and the number of enlisted men at 100.

Very respectfully.
see . W. S. SCHLEY, Commander, U.S. N.,

Commanding Greely Relief Expedition.
Paymaster-General J. A. SMITH,
Chief of Bureau of Provisions and Clothing.

Memorandum of clothing required for Greely Relief Expedition.
FOR EACH ENLISTED MAN.

Undershirts of blue flannel, double, lined between with perforated chamois or

Duff cau newest se ahaatewwesd OW tairawee anaes ember eee cane: Ge 8
Drawers of blue flannel, same material.......... 0... c eee cece eee eens 8
Overshirts of blue flannel, double throughout; two shirts to have regulation

collars, others Without. 0.2.0... ccc ccc cece cence eect tence ee eee en ees 8
Pantaloons, heavy blue cloth, cut citizens’ fashion ..............0. 20sec eee 8
Monkey jackets, lined with blue flannel ............ 0... eee e eee e eee eens 2
Pairs long stockings, with strings to tie above the knee (woolen) .............. 12
Felt caps, to haul over the head and ears ....... 0 cee cece tee eee eee eens 2
Pairs lambskin stockings, the length of ordinary hose, wool inside.......... 4
Pairs sealskin boots, with hair removed, to extend above the knee............ 4
Pairs thick woolen mits, with thumb and forefinger .................2. 0000005 6
Pairs lined sealskin gauntlets, with thumb and forefinger .................... 3
Complete suits of reindeer clothing, including cap, with lapels to cover back

Of Neck and faceice ics ves ceeeeowlcgye Gos es Cee eunneea deena mearenagass 2

Reindeer-sleeping bag, to be 8 feet long, with flap to cover the head, the hair
inside; if reindeer-skin is not obtainable, the bags to be made of calf-skin,

with the hair inside, and lined with California blankets ........... 2.2.2... 1
GUCENSEY JACKED. isa ccira seis 27 Road Awan snares aaisudanga geen aOdagaien daa 1
Suit.oF Ol skins) nescayecae sea coe Seen teson be avenCaranigiene dowel ARE gang 1
Pairscof iglass:gogelesoe..) oveakwds- sian emnigulaadatiecienvenwenieuaeinins saa Rome s 2
Pairs of horse hair goggles....... gh tacutewnedesga were memenwend de shee eos au ae 2
Navy caps, regulation pattern... 0.0.0... cece eee tee eee nee 2

FOR THE OFFICERS.

In addition to the foregoing outfit (except the cap and overshirt with regulation
collar, for which others will be substituted) there will be required for each:

Regulation overcoat, of heavy blue cloth ....... ec ee cece cece cee e eee eens 1
Regulation blouse suits, of heavy blue cloth; (but one monkey jacket will be
required: foreach OMICEL) ...s.0sa.s: cesar nas emeeeia eds duvgne tb4 ee taal penies 2
There will also be required for the expedition :
Heavy woolen mufflers, one half to be baled.......... Barrie bait hae ceae ate 280
Rubber knapsacks, for carrying gear, &C...... 0... ccc cee een tence ees 140
Rubber blankets, for sled and ice work........... 0... cc cece cece ce eccuecetues 20
Pairs leather boots........ ULiiscah aetna Saad tame ucte rues eigen a 140
Pairs heavy army blankets, one-third to be baled ............. 000. ceeeeceuse 432

W.8, SCHLEY, Commander, U.S. N.,
Commanding Greely Relief Expedition.
GREELY RELIEF EXPEDITION. .

2

7

List of provisions furnished each of the three ships of the Greely Relief Expedition.

 

 

  

 

 

 

 

  
    
 
    
 

   
     

Articles. Quantity. Articles. Quantity.

Breads. ps sisigune oi samareasmnaonicners pounds 33,201 || Cibil’s extract beef.......... pounds 293
Oatmeal . occ cc cence ccna eeeeee do. 1,160 || Vegetable soup................- do 288
COM Starch ss is eacaes ndeneeees iw do. 144 || Assorted soup.................. do 1,104
FL OUY cccpsdisnis 2s iver easiact sahedreheidiatars scktl do. 8,200 || Olives ........... ce eeeee eee e ees kegs 8
COMME AL. c.e:ieceieiee sie neiiese ba0e nee do. 1,176) | PICHIOS cccccsjan padaccvedees Sree Kes do. 10
TA l0CS cons ep cowises te eee ng Hees do. 144; || Wine gan: ss.csss.iseaceesuaeeass gallons 576
BERND a canscse's davsiccna es. aes Viahense 9 sete do. 144 |} Onions .................00086 pounds 1,210
ATTOW-FOOb. 0... eee cece eee eens do. 70 || Lime juice (concentrated)...... do.... 240
Meee, ys esasaariereewaaa a eaes do. 300 || Lime juice (for ship's use)...... do....| 8, 901
Vermicelliss sissies vasarnes ge agi tere do. 300 || SaucesS.......-. 6. cee eee ee eee dozens. . 16
Royal baking powder............. do. ROE || Carlie ssic:s.astres tov evcnsine Seeker. pounds 40
Dry-cooked sugar cakes .......... do. 1,155 || Cabbage (pickled).............. do.... 285
OMUINY 6 c:5 sings Ge dortinetgares guindeawes do. 550 || Sauer-kraut ......... ..--...05- do.... 1,197
SAMP iy tinernanenevendadamanmeea ea do. 600 || Tomatoes ........... 0.0.2.0 0ee do. 2, 352
BETO y* 2 iesaises5 vis cpessiniepscelt tree okt See do. 300 || Prepared pumpkins............ do.... 168
Rice sacs cs oeanwawes rasaene ct ae sites do. 2,320 |} Plum pudding.................- do.... 576
Buckwheat..........0.00ecceeeeees do. 1,125 |) Mince meat .................... do.... 1,152
Beans (marrow) .............-+5 gallons 5874|| Evaporated apples............. do.... 300
Dried Lima beans ................ do. 299 || Apple butter ................06+ do.... 588
Dried green peas ..............555 do. 300 || Peach butter.................4. do.... 588
Dried Shaker corn ................ do. 300 || Candied lemon peel............ do. 30
Split Peas: sessing vats: eine gegaqcivea ace do... 300 || Tamarinds... ...... .......0ee do. 140
Carrots (canned) ............... pounds 1 TAG | PASS ec ova ceenensaay wate eines & do 575
Potatoes (fried) ........... sees eee do. 4,680! || Citron... 2000: sjsnciis oe eadaie ses do. 150
Pemmican (for crew).............+ do.. 9,752 || Dried fruit (assorted) .......... do.. 1,076
Pemmican (for dogs).............- do. T5882 tl RAISINS wo cecceaciees <edG eadane boxes 4
Pork; 68lt sccsses scutes 3+ ore es do. 11,700 || Preserved cranberries....... pounds. . 576
Breakfast bacon.................. do. 7,050 || Jams (assorted) 288
Pig's jowl and feet, scrapple...... do.. 1,175 || Nuts (assorted) ..do. 1,121
Beet; Salt): sssuces eacenke eo seeegen do. 9,400 || Butter (assorted). . .do. 3, 528
Dried and smoked beef..........-- do. 300 || Sugar .. ..do. 10, 284
Beef tongues(smoked) ............ do. 1,175 |) Coffee .. -do. 1,020
Hams (boiled) ............ -....06- do.. 1,655 || Tea....... ..do. 3s 048

(UAW) sfass a cesiviteiawa: 3s. cetsieasis Se we do. 3,000 || Chocolate ..do. 576
Roast chicken..............-.-..65 do. 1,3644|| Cheese ...... ..do. 1,736}
Roast turkey.............. cece eee do. 564 || Dessicated eggs edOweuss 96
Roast deel « ... « scsaesec ce wots seer do. 4,704 || Sirup .... ... -gallons. . 288
Roast mutton ..........-.... 0. eee do. 2,352 || Pepper, black -pounds. . 4
Cove oysters .......-.... 26 e ee eee do. 966 red .-do. 36
Spiced mackerel .................. do. 600 || Lard ......... ..do... 2,040
Spiced salmon .................... do. 575 || Condensed milk.......... 2... dozen. . 146
Head cheese .............0.ee eens do. 288 || Eggs, boiled and scalded with lard,
SAUSA LES wos veserclets epanteies weed do. 288 GOZEN ateas sa danawtawis onractine ieee 648
Sausage meat..........-......--55 do. 288 || Celery-seed. - pounds. 36
Cooked corn-beef ................. do. 288 || Mustard.... ..do. 2
Bologna sausage 150 || Currie powder 72
Spiced beef. . 288 20
Sardines .................. i 288 25
Philadelphia pepper pot ....... pounds 576 20
Turtle SOUPS sieiciesiee s viicisdiow oda arsiaie do. 288 17
Mock-turtle soup...............06- do. 28 144
AIL SOUP: is vcany sa cane Dr Es Res do. 288 as 420
Mutton broth .............2...060- do. 288 || Flavoring extracts ...... ...bottles. . 36
Beets (canned) ...............0.005 do. 468 || Turnips (canned)............ pounds. . 828

 

 

 

 

 
8 GREELY RELIEF EXPEDITION.

The foregoing list of provisions was put up expressly for the ex-
pedition under direction of the Paymaster-General, as requested in
my letter of February 19.

The pemmican and canned goods were prepared by Kemp, Day &
Co., of New York; the soups, roast beef, and pork by Libby, Mc-
Neill & Co., of Chicago; all were inspected by the medical officers
of the vessels and, subsequently, during their use, were found to be
of most excellent quality, and were well and substantially put up.

WASHINGTON, D. C., February 25, 1884.
Sir: Please have sails made for five whale boats and two dories, for each of the
three ships of Greely Relief Expedition ; also two tents, to be made of blue denim.
Sail plans and dimensions of tents will be furnished at navy-yard, New York.

Very respectfully,
W.S. SCHLEY, Commander, U. S. N.,

Commanding Greely Relief Expedition.
Commodore EARL ENGLISH,
Chief of Bureau of Equipment and Recruiting.

WASHINGTON, D. C., February 28, 1884.
Sir: I would respectfully request that the consul at St. Johns, Newfoundland, be
communicated with immediately tosecure twenty Labrador or Newfoundland dogs,
with their harness, for each of the Greely relief ships, Thetis and Baar.
These dogs are said to be superior to the Greenland dogs for the purposes in view.
It is important in securing these dogs to include in each pack at least six sluts.

Very respectfully,
W.S. SCHLEY, Commander, U.S. N.,

Commanding Greely Relief Expedition.
Hon. WILLIAM E. CHANDLER,
Secretary of the Navy, Navy Department.

WASHINGTON, D. C., February 29, 1884.
Sir: I have have the honor to request the following outfit of articles for boats
and ships of the Greely Relief Expedition :

OUTFIT.

All boats to be fitted with stanchions, stepped in composition sockets on rail, for
weather cloths 18 inches deep.

All boathook handles to be of hickory ; all paddles to be fitted with ice-chisels
on upper end; each boat to have one breaker.

 

 

 

 

 

F ea.

Articles. Quantity. Articles. Quantity.

Cabin. Cabin—Continued.
Bureau, with writing-desk on top........ 1 || Sideboard, fitted with top for china
SmMallitables i sascacs ean ane hodwnnsccands 1 and glass-ware ................00... l

LIS CADIS 2.020: 5, is rea TE GER peck
ae tropathect : Men's quarters.
ai oss bacteria hae cae cs Stationary tab] i Keeancne

Wash-stand, fitted with three bowls..... 1 || wess-lo a cabins | :
cee Se a he a ca ae 1 ll Mess-breakers ...........0.000000202- 2
Wash-stand ...-..0 0... 0 ee neers 11! Seuttle-butt o.00000 occas 1
 

 

\

~\
\

\N

\

 

. MELVILLE’s SLED PACKED FOR SERVICE.
GREELY RELIEF EXPEDITION,

 

 

  

Articles. Quantity. Articles. Quantity.
Mens’ quarters—Continued. For ship—Continued.
Vinegar-kegs. —..... syseeicis'el Nenonetagrenete 2 || Shoemakers’ awls.... .............2-5. 100
Spit-boxes ....... . GOW BOAO PE: i052 site ne iaseiauseas sedenas 6
Camp-stools ......... 20 || Small square hand-pump for each boat. 1
Mess-chests........., 2 || A supply of felt and material for repair
Deck-buckets .......... 20 of boats.
Molasses-kegs ........... 2 || Overhaul all blocks and fit with patent
Starting-tub .......0000000 ccc cc ceca 1 sheaves,
For ship Repair pumps and pump gear.

Hawser-reels ............. 000.000.0005 4 || Build houses for galley with drying-
Strong-back for each boat. . 1 room for clothes; fit one bunk on each
Large socket chisels and gouges ..... 24 || Side (drying-room on forward side of
Ice-chisels, 8 inches long and 3 inches house).

BWIG Seton abet edad MnO se hte 12 Boat-hooks (hickory staves), hook and
Large clamps ............. 00... 200000 g|| Point sharp ..........-..-.. serene 40
Jack-SCVEWS ©0200... 6 cece cece e eee 2 || Short paddles, upper ends fitted with
Bear-trap..... 0... 0cccccccecececeec eee 1 ice-Chisels) «<2 sieves duns ewenans os eaters 10
Staves, 8 feet long, fitted with black Hatchets, with handles riveted ......... 10

flag 18 inches square...............-- jg || Rosin........... eee eee barrels. 2
Hose-reels .........0..00.00ccceeeeeee es g || Tape-measure ................-. sees ee 1
Complete sets of carpenters’, calkers’, Signal Chest: s.:.0006secsascnses sommawieas 1

blacksmiths’, and coopers’ tools..... g || Ice-augers, 8 feet long .................. 6
Ice-chisels, fitted with handles 10 feet Spare blocks, to beiselected hereafter,

long (hickory) ..................eeeee 6 and stores, to be selected by carpen-
Horseshoe clamps .... ..........005 05 4 ters’ mates.

 

 

 

 

Please have a house built (after drawing furnished) and all ready for putting up
on arrival north ; to be shipped by the Alert not later than May 1.

Very respectfully,

W.S. SCHLEY, Commander, U. S.N.,

Chief Naval Constructor T. D. WILSson,
Chief of Bureau of Construction and Repair.

Commanding Greely Relief Expedition.

WasHInatTon, D. C., March 1, 1884.
Sir: I have the honor to inform you that the following articles and outfit are

regarded as necessary for each ship of the Greely Relief Expedition, and would

respectfully request that orders be issued for their preparation, viz:

 

 

 

 

 

 

 

Articles. Quantity. Articles. Quantity.
Chronometer ..............00eeeeeeeee 1 || Superior large binoculars (best that can
Hack chronometer 1 De: HOUCHL) wisiccv sees Keser sasnan 2
Chronometer-box ............. 1 || Mercurial barometer ....... ........... 1
Deck time-pieces ............... 000 ceee 2 || Aneroid barometers ............. 0 ...... 2
Boat compass, for each boat.......... 1 || Thermometers (ordinary) .............. 6
Sensitive pocket compasses .... 6 || Thermometers (low temperature) ...... 3
Sextants (superior) .............-00 000 2 || Set surveying instruments (for “Alert”
Night octant) scess assess cecanes seein ve 1 ODIY) canis ances dantamiserioer seas 1
Artificial horizons .............-..-445 4 || Chronometer watches......... ........ 2
10

GREELY RELIEF EXPEDITION.

 

 

 

   
   
 

 

 

 

 

  
   
  
  
       
  
    

   
 
 

 

   

 

 

Articles. Quantity. Articles. Quantity.

Compasses (Navy liquid) ..............4. 2 Outfit—Continued. ;
Azimuth COMpaSS ..........005 cee eeeenes 1 Taffrail, registering, patent logs........ 2
Course indicator and chart board ....... 1 || y4-second glasses ..........0s-00ce0eceee 2
Pocket sextants ..............0eeceeeeees 4 || o-pound hand-leads........... ERR NN 2
Superior glasses (best that can be bought) 3 || 50-pound deep-sea lead ................. 1
Superior small binoculars (lightest and Coasting line................. fathoms.. 100
highest power that can be bo ght).... BY) arming .........cceeeee scenes pounds 5
Thermometers (water) .... ...-...2..005 3 || Hand-lanterns...........0.-.-0-02. cee. 6
Hydrometer .............ccsceeseeneences 1 Dark-lantern 1
Set plotting and drawing instruments DAES ips iheizaiz is cndel aick sa geadneseers 6
(for “Alert” only) .....-.. cece eee eens 1 Lampwicks ............ .. 6
Books. Trimming-scissors.................0004 2

Nautical Almanacs, 1°84 and 1685 (two Bigbal roektts, fitted. 20
for each year) ..........ccee vee eee es eee 4 Neb Army signal equipments . . 1
Bowditch's Practical Navigator.......... g.|| Pistol...---..- eee 1
Arctic Azimuth Tables ............0..064 1 Rouch Oe 1
Rosser’s Book of Stars ...............065 1 Side-lanterns ce ae :
Finding Compass Error ...... .......... 1 || Spare binnacle lanterns 2
Longitude by Chronometer, Sunrise and Log chips ..... ........ 4
SUTiS6bic ‘sisetasieie ueiesl icons be aectomde ce meser 1 Log reels... e eee eeeee etree eee 2
Binnacles and Swinging Ship............ 1 || second glasses ......... 0.2... 2
Instructions for Hydrographic Survey- 4) pound Rep leads: ie a Ga Siar a ie
ors (for “Alert” only) 1 25-pound coasting-leads ................ 2
Table Mast-Head Angles 1 : 400
Regulations for Preventing Collisions at Deep-sea line.................0... do. 40
BB 5s cis NEGA ASTER SATE Koad g || Deep-sea reel.......... sees sees a a
Weather Guide, Barometer, Thermome- Sp are globes. SOE RG RG eos ara end ES 4
ter, and Hygrometer........ .......4. 1 Swinging-lamps sins det Rattles bd Sheets 3
North Atlantic Sailing Directions ....... 1 |} Chimneys .....0. eee eee 4
North Atlantic Light List ............... 1 || Lamp-feeders .... --...--.. 1. 2
List of Foreign Lights ............060. 1 || Trays for lamps... 2
Set Hydrographic Office and British Ad- Lamp-prickers paionupitcegs us Ua cnraiea acces cdea 3
miralty North Atlantic and Arctic No.2 U.S: ensign 1
Ghats s.iacudesnyssniectentn edad 1 |) No 5U S.ensign ............ eee 1
Sailing Directions, Davis’ Straits, Baf- No. o Us S Qn e Mh vsetieiscs oa digie pais See sce 1
fin's Bay, and Smith’s Sound.......... 1 || Sewing-needles................ papers 3
Newfoundland Pilot ........... 1 bread: ; 1
BAbISE accu enn vecds 1 |] Lard oil ......... eee 8
Prayer Book ...... 1 || Hand-trumpets i
Navy Regulations ...........06...000e-0. 1 || Log-books 4
Articles for the Government of the Navy. 1 || Receipt and expenditure book, 4 pads .. 1
‘Webster's Dictionary.. 1 Navigators’ memorandum books....... 3
International Signal Code . 1 Foolscap paper ....... ......... ream z
Meyer’s Army Signal Code.............. z || Letter paper.................... do.... +
Official envelopes ....... .. packages 2

Outfit. Black lead-pencils .............. dozen 2

Navy-blue lights 20 || Flat gutta-percha ruler ................ 1
Signal discharger 1 || Order-books ........... 0 cccccceee eee ees 2
Box Very’s signals ................0..005 1 || Press copy book ................02...05 al
PES acwisenesaevasawmeese Gees ek 1 || Memorandum pads..................... 2
Set side and mast-head lights, spare Press copying Wk esse. cs eccacas os pint 1
shades for each light .................. 1 || Bowl and brush ........................ 1
Steering Dinnadle ss..:. caevrsacvsouns s 1] Sets checkers......................222. 3
Standard binnacle....................... Tq) PACKS CATS: 66 bocnnss encasement ome 12
BRAS a 54 eerdaa 9 sanhnkoe 4 ou ebvicgen arabe SP Dice HOGS csi vanes ia a Aeses veRNe Gece 3

 
GREELY RELIEF EXPEDITION. 11

 

 

 

   

 

 

 

Articles. Quantity. Articles. ‘Quantity.
Outfit—Continued. Outfit—Continued.
Spin wiACk . cise eg seiaiteins abasic pounds.. 3 || Note paper...........-......... ream. . 3
No. 4 pennants ......... cece cece ee eens 3 || Note envelopes ............. packages. . 4
UnION Jacks iisicicesnieseasnciewice s yeaiieias se 3 || Elastic loops ................... gross... +
General recall ./.......... 0. 0ceeeeeeee eee 1 || Letter-books.................. 2
OOHON, saasaxes seseaes es aends vee8 spools 8 || Journal.................08 1
Coil signal halliard stuff ................ 1 | Letter-file ................ 1
Candles for running-lights............... 200 || Ink eraser........ 1
Poe-hOmMs eecocni vs qos vy sade ga cease 2 || Copying press .. 1
Navigation ledger .....................8. 1 || Sets chess men ... 2
Blotting-paper ................. sheets... 3 || Checker-boards............. 3
Regulation paper ................ ream.. || Dit savcgeages os seeeags aesess tenemos 12
Very respectfully,

Commodore J. G. WALKER,

W.S. SCHLEY, Commander, U. S. N.,

Commanding Greely Relief Expedition.

Chief of Bureau of Navigation.

WASHINGTON, D. C., March 1, 1884.

Sir: I have the honor to request that the following articles, under cognizance of
your Bureau, may be placed on each of the three vessels of the Greely Relief Expe-

dition.
Very respectfully,

Commodore EARL ENGLISH,

W. S. SCHLEY, Commander, U. S. N.,

Commanding Greely Relief Expedition.

Chief of Bureau of Equipment and Recruiting.

 

 

     
 
 
  

 

  

 

 

Articles. Quantity. Articles. Quantity.

Boatswain's department Boatswain's department—Continued.
Bower anchors ........-...6.eeeeeee eee 2 || Sister-hooks, assorted ................. 12
Kedges (300 and 500 pounds)... 2 || Fishing lines. .........00s:-ss00eeeeecrs 100
Bower chains............-.++5+ 2 || Rigger’s screws.............00. eee ee : 3
Stream chains... 2 || Split chain-links....................... 6
Chain hooks....... 10 || Marline-spikes......... .....2......2-- 20
Chain punches. .... ae 4 || Sail-meedles.......... 0.0... cece eee ees 50
Spare shackles ..................-5 oe 4 || Mounted palms................ .22.00- 12
Grapnel (10 pounds) for each boat, grap- Serving-boards ...............02..e eee 4
nels to be fitted with rope instead of Sewing-flax .. pounds 10
CII ss ciie's, casterciass ic Smeets seater asa eae 2s BRO L || Tar... cccccs es barrels 2
Steel hawser, 3-inch ..... 1 || Sheet-anchor ................-.0..0005 1
Manila hawser, 7-inch ... 1. || Tcevanchors’:. o.'sacauras ozegens sa vegans ¥ 2
AROS i cicee concegciesens 12 || Sheet-chain.............. 00s eee eee 1
Hickory brooms............6-0+s2eeeees 20 |) Spare bending-shackle................. 1
Seizing-stuff, assorted.......... pounds. . 200 1) Cold-chiselse.cjucsss ss 99 4809 ca veeegess 10
Spare set rigging-lanyards for all sizes Chain-pins occ. ccusinc as saeaencee Sn tere 25
of standing rigging...........--.+----+ Ee || ROY Sic cacraiad miveancie oguien bb 28 davies 4

Spun yarn (3 yarn)..........-.- pounds. . 7% || Spare grapnels (10 pounds) for each
Hack-Saws ......-:eccceeeece cee nceneees 2 WESSON 5 assis cossiess. ctaretiieus cusses sgaseins 2E Satin Aesivizie 2
Harpoons, fitted...... aieatess tighehiod as Aarrretsis 2 || Manila hawser, 10-inch................. 1
12

GREELY RELIEF EXPEDITION.

 

 

 

    
 
   
  
  

 

  

Articles. Quantity. Articles. Quantity.
Boatswain's department—Continued. Sailmaker’s department—Continued,
Manila hawsers, 5}-inch ........... ..... 2 ||Water-bag for largest boat of each ship. a
Clamp-brushes ..............0e cece cece 12: || Mattresses ies s4 dep son hoe as eee ne eee 8
Corn brooms 42 |) Woolen table-covers. . Sa 2
Manila rope, assorted 500 || Napkins ............ . dozen. 2
Codling iia: o: sais te eemeeseaieced 50 || Bed-spreads..... .. ais 16
Marlin siisieinagriere = gicmre ead 75 || Raven’s duck....... -bolts.. 2
Houseline ......0.. ceeees eee ees 75 Cots vic cseareeccos 2
Hooks and thimbles, assorted........... 24 || Feather pillows..................-..- 8
Fishing-hooks, assorted..... 100 |} Linen table-covers.................... 8
Hammers ............. @ |) WOWEISs neces ceeaureas eeaeese dozen S
Shoemaker’s knives ... G5 || SRS CtS iors s ictasanctacess.arntnche ape x lgsein pairs 48
Sides rigging-leather 2 {| Pillow cases........... 0.00 c eee e eee ee 48
Serving-mallets.................. 00. aie 2 || Crash towels.........0... cece cece eee ' 24
Neatsfoot oil ........ .gallons.. 2 || Feather dusters....... .........222.45 2
Flat-mouthed pincers. . -. Set... 1} Weateriewers. 2: ses 2s soasicnecroaee aces 4
PWINE :siisnteidses saiermden « .. pounds. . 10 || Spittoons .......... 0. eee eee 4
PPIDUADIES ses six cise eseco ti sasiassrasss a a sreaeecete sie *20 || SOap tAySis: s.ee nics needy weoeea teen 4
Coal-tar ....... cece eee eee eee barrels. . 2 || Setieurtainss, : sissierezy sanus veessine axe 1
Carpenter's department. Basy CHAI 4.5 64sec aacansns ae yecda ceed 1
BOCA WAS ns ct cnasinnn ea suas d exawous be ox 2 |] Canvas yokes, to be used in sledging. x4
Whitewash brushes 6 || A tents, 10 feet long, with ridge poles
Stop-cock for starting hose.............. 1 ENG StAKES vioscc sic na cers vance cas 2
Handy-billy pump........... ........... 1 || Tent cover for each whale boat....... 1
Leading-hose .... ...........08e 00s feet 250 || New suit of sails for Thetis and Bear,
Suetion- hose... sa yse cued ke canis sections. . 4 boat sails to be sliding gunter rig and
Hose-pipes, flexible...................... 2 to be made of dyed cotton.......... 1
ES GANOOE odors os sends cand easnieer oa ewes 1 || Complete set of new running rigging. 1
Hand and leg PONS cic. 2. pce cess inacnes 10 || Coil bolt-rope.....csccs ccesaesas veces 1
Slaked lime.......2...c0000ss045 barrels. . 2 || Iron commander,..................... 1
SHOVELS: scicsace-cos sedis cided see Roxen nd Gee apeceat OE GPA as cx veo ns ceaaw ce bi Gends bi ea een 3
SCTADEDSs v9 saniss st cxeticte te cade oad 20 |] Old Gum. icieccs cases va eine es pounds.. 100
SOURCES waecicisas cs otiaran ci 4a naenions 24 panes 12 || Sailmaker’s bench and complete kit of
Stoves, for quarters ...................45 2 Paplement?in ss os aauns i. sacnene nes 1
Alcohol stoves.................000.00000. 5 || Pantry towels......................... 24
Alcohol, in 5-gallon extra tin cans. .galls. . 100 |} Hand bell............0.000..00 0000000. 1
Galley, with outfit and furniture com- Wash-stand basins.................... 4
plete. SLOP tUDS io sieiess swissherna oa tases sucess: 4
DISHzCOVENS asic avs werdinioleehsncl Se yp oy A Up ECORI aco-v ans cawceciie aval Ga aenars et 4 8
Scratch-awl] ................. 000000. eestor 1 || Cabin carpet............0....000.2000. 1
Charcoal ............... a siege barrels. . Be De CAI a vy ue vo g9ddw soda oenwns 8
Drying-stoves ©0000... 006. cece eee eee EU MEET OPS ots scsiecscecte tes eerceden en toiuecae esd 2
Fire-extinguishers (with charges)........ 2M Tar Wvwshes. w. 5. scccccssvecwaraa cand 4
Hose-washers............. ee cse eee eee 25 || White marline............... pounds.. 20
COUN ES xc casins va ne cade is Rekntale va nega 4 || Hickory heavers............ 2.0.0... 5
SDANHONS) «2 eine a. mibide cae ee Sais 7 Plated, china, and glass ware.
Pum p-leathers: ss scree x3 sasenes sides Ail PW aiteTS ios. snnanea ss oacuncrenmacaes 2
PACES eiviniseis eictirciasa tn vid siesta Norafatatlaa 20 gaa 6 Sugar bowls........0..0000.. 0... 3
Spare rungs for Jacob’s ladders......... 6 Cream pitchers....................... 2
Squileees, Uber, os vee wssaas va casew naan ol | ket = rr js
Cooking-stove for house, to goon Alert... 1 Butter dish 0. oo0e.c....- eo, ‘
Fire-wood (as can be stowed). Baking dishes........................ -
Wheelbarrows ia eae Sani? BaRaroasee 6 Vegetable dishes..................... f
Chamois-skins ....+............ 0. 4 Ice pitchers........ .0......00
Sailmaker’s department. Gravy spoons..............0....000... 2
Flax canvas, Nos.1to8. ........ bolts... 16 |) Mustard spoon.........0.............. 1
CleWaIr 00S icetisssawiastiavas 24 eadernaces twee wie 2 || Tea spoons..... 00... 12

 

 

 
 

 

 

 

Bear IN Ick orF SAUNDERS ISLAND.
GREELY RELIEF EXPEDITION.

13

 

Articles,

 

Plated, china, and glass ware—Cont’d.

Sugar spoons
Dessert forks
Fish slice .. ....
Crumb scraper
Nut picks

  

Gravy boats and stands .................
Compotiers

Dinner plates...... 0.2.0... 2.0... cece eee
Muffin plates. oecncvececenisenstaaneears
Pickle dishes.........00000.000.00cc cece
Sherry glasses.................. cece ee eee
OU CIBSSO 5 av emies reKNae KRAgaa pdms,
Balt cellars secisciidient ons aysien. aes geal seemed
TABle KUIVES j astivecsstsnaravas 3 aera

 

Salt spoons
Dessert SPOOMS.........-.... cece eee eee
ERE SPOOUS sccius wos oh artes Phe RSE ERS,
Mable LOVES oei.ayesies:3). secse sawavares ueesee weriee
Sauce ladles seis sic i ciieecina om deans anand
Butter dmiveSsers. szecers seers piasiess
Nut Cracksii isc ccurcesonis oeennienncgaeasey
Carving knives ............cs cess eee cease
Cheese SCOOP ........ cece cece eens
Water pitchers)... 62.605 sacoees seseaeiens
Salad DOW! ws: cxjicurcotsascncade casinieavoss
Breakfast cups and saucers..............
Well: dishes cuter sides Cte ec etude

 

Quantity.

mee

12

oy

 

Articles,

Quantity.

 

Plated, china, and glass ware—Cont'd.

Breakfast plates.........-.0.....00005
SOUP PIAbCS: suse crs axeweeabarcnwadenn
Bread plates..........0..000cc0eceeees
DCCARLERS ss niswadiniaas cadorcndincncar
UMTS jest aiieicscebsdigdeavenia Macy seheweds

Stationery.

Record: OOK: «ss.0c0s vs veges bs Pad dese
Blank books, 1-quire..................
BIGGER icons: acnitninintseniaie pints. .
Letter envelopes.......... packages. .
Paper fasteners............... boxes. .
Tnkstand « essiitevnnneascudeacsres cane
Memorandum pads. ire
Sheets blotting paper......... Be
Sheets drawing paper ............. ..
Note paper.......-......e eee ream..
Steel pens
Black lead pencils ............
Gutta percha ruler .............
Box water colors..............-
Memorandum tablets id
Blank books, 3-quire..................
Memorandum books..................
Official envelopes ......... packages. .
Elastic loops ............

Pieces rubber
Penkpives: « oincs:isadasaincsenceredatncnl
Mucilage.... csaiisssrsasccese
Foolscap paper...
Letter paper .................
Regulation paper..............

Pen holders...........0 cece es

Ry B, pencilsss. sisccesracuaavad

PJOCOS AAPG ss.g:csieisite eemeuricsseieneniar
Vial Garimiiey isin vecenccnes seta an

  

 

 

 

 

 

x ores
ow ww ww

x _ SRE
HE Ornerervnnnnwnan one &» Oe 0% own ek & De

 

lief Expedition.

WASHINGTON, D. C., March 17, 1884.
Sir: I have the honor to request that the appended list of stores, pertaining to the
Bureau of Construction and Repair, be placed on board each ship of the Greely Re-

Should occasion require a change in the list in any manner it is requested that
instructions be given to meet such an emergency, in order to prevent any possible

delay in fitting out the vessels.
Very respectfully,

W.S. SCHLEY, Commander, U. S. N.,

Chief of Bureau of Construction and Repair.

Commanding Greely Relief Expedition.
Chief Naval Constructor T. D. WILSON,
14

GREELY RELIEF EXPEDITION.

 

 

 
  

 

 

   
  

 

 

  

Articles. Quantity. Articles, Quantity.
BAZOGS escisiae es vaicsecreis os eaioeu ne Tee ee Ts TREE 4 || Screw-drivers .......5... cece ee eee eee 3
Broad-aXeS .saeae- +s || SDC AIB ccs air sistas Feces a.m Seerg)s Sere diary as, 1
Pinch Darsecexcasaies sees sea eee esis 2: || OUBtONG: weniins cdeds eric vainedeeaadd 1
Stripping bar.......-.. 6. eee eects 1 || Set smith’s tools.................. cee eee 1
Bung-borer ......-- 6.200002 eee cee e rene 1 || Set sounding rods............ seeseeeee 1
Brace and set of bits ......... -.--ee eee 1 || Single blocks ............cccceceeereeees 6
Gash brushes .........-.. cece ence ceeeneee Bl) WWOURES won vnimens peamear ns cemnaas emckics s 10
Varnish brusheS........,.06seeeeee eens 2 || Sheet-brass .................-- pounds 12
Squirt can ...........-.. Pll) GHENE. oo.cenden saanuae naeues ade do. 8
Chisel slice ............66+ 1 || Fearnaught........... .....2.5- yards 6
Files, assorted M5 | GIG gia paste aisiviard w ginecuchsrancs pounds 4
Gauge ss eacisrc erences 1 || Plat bar-iron................0055 do. via
Grindstone .............-- 1 || Roundiron.............2..00.200. do vA)
Blacksmiths’ hammers 2 || Lumber for ship and boat repair.......) ........
Sledge hammer ccs csceess cx ewe mend seen 1 || Baled oakum...............--- pounds 50
Set calking irons .................00 eee 1 || Iron rivets................000005 .do.. 20
Set soldering iroms ......-.........--+.- |) SOIdEP.. ness ecesscences sa ..do.... 10
Pitch RethOsiiesd sc vscieccsaansre tans on 1 || Tron spikes..............0.2 0000s do.... 25
Chalk line ..... 0.6.00 cree este ee neers 1 || trom tacks.............00:00cee eee do... 5
Carpenter's mallet 1 || Copper wire.............60.02 000s do... 10
Mops, pitch.......-+. s10) cesses 2 |) Black paint ..................000- do. 150
Planes, assorted ........-.----++++ 6 || Linseed of .............0000008 barrel 1
Nail punches .. 2 IW Paspos ster sisieniseisevaisstes ane ours sirens Sesesseite 3
Augers... .. 8 || Saws, assorted 8
Wo0d axes ......- 02060 e eee eee eee es 4 || Spoke shaves...... 2
Shackle bar............ 02s: eee eee eeee vee 1 || Steel square......... 1
DiIf6-BOWGS «occas va creeds. gee eee qe ns sowie 2 || Tape measure 1
Tap-borer ......... 06 cece een eee eee ees 1 || Seuttle-butt ............. 1
Paint brushes.........0+0-2-.sseseeee eee 12 || Double blocks, assorted ................ 18
Seam brushes ..........-.-.0000seee eee 2 || Sheaves and pins..................00055 4.
Paint buckets........--++++ssseseeere eee 21] Borax......cceceeeeeeeee eee - pounds 2
Cold-chisels..............-.000eeseeee eee 5 Copper burrs ...........00.0.000 do. 6
Pair compasses... ....---+--25- veseres 1 || Copper bolts.............0.0.008- do 25
Portable forge............ 0c cece eee ene ee 1 Tigh tehnaucax wcsace stacey caeactadis we oe 20
Gimletshiens ss cagecnisa eine me adeiink ted 6 |) Gum packing............. square feet 5
Claw-Hamimersics ics -siescoeses ss zo oeeees wee 2 Square bar-iron............... pounds 50
Riveting hammers Pill Gheet-lead evciis seusceg os vee 3424-04 do... 50
Reef-hooks ........ 2 || Copper nails............0.00.008. do.... 40
Set horsing-irons .. 1) trom nails .......0.0.0ececeeeeeee do. "5
Drawing-knife..... 1 || Copper rivets ..........6.0.0000 ee do... 2
PitGH ladles sie ccna ds asevestnren'nceraa A lets earewie sede ke ttl ane ene. i
Calking mallets ........-..-..++ sssseees 3 |! Composition spikes ........... pounds 25
Horsing mallet ......--..--..--..ss000005 1] Copper tacks .......6.06.0cc0eeee do. 10
Carpenters’ pencils........-..-........+. 6 || Brass wire ........06-0c0eeccee eee do 15
Pincers....---..00---eeersereeeees pairs 21) White lead..........00.ccc cee do 150
Spike punches. ......--.2.+--.ssseeeeees ® || Turpentine.............000..05 gallons 50
Smiths’ punches ......--....+...s.0000- 3 |) Red lead .......00..00eeeeeeees pounds 150
Two-foot rule ...... 0. cc cece eee eee nee 1

 

 

 

 

 

The Bear arrived at New York February 15, under command of
Capt. F. Ash, from St. John’s, Newfoundland.
The Thetis arrived at the same place from Dundee, Scotland,
March 23, under command of Lieut. L. L. Reamey, U. 8. N.
The Alert arrived April 22, from Spithead, England, under com-
mand of Lieut. Commander C. F. Goodrich, U.S. N.
‘

ee "
oo
|
vt
iy i |
ei
| 1
i) al
| i i

| :
f

oT aia |
Z i,
: fl :
= fh
; Wy ] i | i
3 a
|| ey
tw A HK Hh i
2
: | |
"i
: { | i | | ’
ih vi AN il
| \ | ll | i i ] |
i ; / | i | | i H r
| ! hi Hi |
Fan ; { } i | |
yo) i Hl /
Y | | = q
‘ il} i

I r

 
GREELY RELIEF EXPEDITION, 15

These vessels were carefully inspected, as they arrived, by the
several Chiefs of Bureaus and by myself, The Bear and Thetis, be-
ing steam whalers fitted for cruising in the ice off the coast of Lab-
rador and in Melville Bay, were staunch vessels, and, with perhaps
one exception, were the best vessels of the whaling and sealing fleet.
Their experience later in the heavy ice of Melville Bay and Smith’s
Sound proved them superior to any of the vessels of their class for
general ice work.

After their inspection on arrival it was determined, with your
approval, in the case of the Thetis and Bear, to remodel the officers’
quarters; to build quarters for their crews by extending the top-
gallant forecastle abaft on the spar deck; to lay extra beams be-
tween those of the lower decks; to put in truss beams from bilge to
middle of lower-deck beams; to put iron straps over stem secured
with through bolts to forward dead-wood; to construct water-tight
bulkheads forward and abaft; to fill in space between keel and gar-
board strakes with sponsons against the pressure of ice forced later-
ally under their bottoms; to dock, caulk and paint the ships; to
overhaul engines and boilers, repairing all piping, shafting, valves,
&c.; to place in the fire-rooms two donkey-boilers for general use
during winter; to overhaul all standing rigging, and to replace all
running rigging with new gear; to give them a complete suit of new
sails; to equip all quarters with mattresses, and officers’ quarters with
table and bed linen, china, glass, and plated ware; to supply a com-
plete outfit of arctic clothing and provisions for officers and men,
and to furnish each ship with a Herreshoff steam cutter, the Alert
with White’s steam cutter. The exceptional strength and recent
refitting of the Aleré in England rendered no change necessary in
her equipment beyond the construction of berths for her crew on
the forward part of her berth deck; the removal of some unimpor-
tant bulkheads in her hold to afford better stowage of her stores;
to repair her rigging and sails, and to overhaul her engines and
their dependencies.

Experiment indicated that with the use of anthracite coal in the
furnaces of these vessels there would be a loss of at least 20 per cent.
of their speed; therefore it was determined to use the best Welsh
coal in order to avoid this loss. The use of bituminous coal carried
with it a danger of spontaneous combustion, and to reduce this to a
minimum a system of steam jets was placed in the holds and the
bunkers of the vessels as a security against fire from this cause.

The coal transport Ybarra’ was chartered, and brought over from
Cardiff 2,000 tons of Welsh coal of superior quality for the three ships.
To supply the expeditionary force in the Arctic regions after leaving
St. John’s, Newfoundland, a contract was entered into with the
agents of the English steamer Loch Garry, Messrs. Sutton & Co.,
of New York, to transport 500 tons of coal in bags from Cardiff,
16 GREELY RELIEF EXPEDITION,

Wales, to Littleton Island, the Government assuming all respon-
sibility for the vessel after leaving St. John’s until her return to New
York. This was only done after the most diligent inquiry to find
in the United States a suitable vessel for this service.

This preparation and the work of refitting was submitted to the
several Chiefs of Bureaus of the Navy Department, and to their sub-
ordinate officers at the New York navy-yard. Iam earnest in say-
ing that my thanks are due to them all for their efficient and zealous
co-operation with me in preparing the ships to sail on the days ap-
pointed, as shown in your communication of March 10, and mine in
reply of March 17, as follows:

Navy DEPARTMENT,
Washington, March 10, 1884.

Sir: It having been settled that the vessels of the relief expedition will be the
Thetis, Bear, and Alert, you will please submit a plan proposing dates for their de-
parture from the United States, and from St. John’s.

It is desirable that one of the relief ships should arrive at Upernavik as early as
any vessel can safely reach that point.

Very respectfully. Se BEANE

Secretary of the Navy.
Commander W. 8. ScHLEY, U.S. N.,

Navy Department.

WASHINGTON, D. C., March 17, 1884.

Str: In reply to your letter of March 10, informing me it had been definitely set-
tled that the Thetis, Bear, and Alert were .o be the vessels of the expedition to re-
lieve Lieutenant Greely and party at Lady Franklin Bay, I would respectfully
cuggest that the Bear, being the vessel most advanced in the strengthening needed
for this service, should be dispatched from New York on the 25th of April to St.
John’s, Newfoundland, to fill up with coal, to take dogs on board, and to inquire
into the condition of the ice in Davis Strait; and at the earliest practicable moment
to proceed to the Danish settlements of Disco and Upernavik, reaching there about
the third week in May, if practicable.

The Thetis should follow the Bear, leaving New York not later than May 1, stop-
ping at St. John’s for coal, to take dogs on board, and to convoy the coal steamer
to Upernavik, where she ought to arrive about May 25.

From Upernavik the Thetis and Bear should proceed onward with convoy to
Cape York and Littleton Island. Should the ice appear too formidable for the coi-
lier to encounter so early as June, she should remain at Upernavik until the arrival
of the Alert, which vessel would be then charged with the convoy.

The importance of convoy beyond Upernavik can hardly be overestimated in
view of the circumstances that the Government may be obliged to as:ume all re-
sponsibility for the coal vessel and cargo.

The Alert should be dispatched from New York not later than May 10 to St
John’s, to fill up with coal, and then to proceed onward to Disco and Upernavik
where she should arrive not later than June 1.

Her movements should be so timed that she might reach Littleton Island ov
Foulke Fiord about the Ist of July, in order to have sufficient time to land and
build house, land provisions, coal, and cther supplies, to establish the station upon
 

 
GREELY RELIEF EXPEDITION. 17

which the advance ships’ companies could retreat in the event of disaster, and after-
ward to send asled party onward to examine the coast on the eastern side of Smith’s
Sound as far as Humboldt Glacier.

This duty completed by September 1, and the Thetis and Bear not having re-
turned to Littleton Island or Foulke Fiord, the Alert should return to St. John’s
with news of the expedition.

I have the honor to be, very respectfully,
W.S. SCHLEY, Commander, U. S.N.,

Commanding Greely Relief Expedition.
Hon. W. E. CHANDLER, f Exp

Secretary of the Navy.

In the preparation of quarters for men and officers it was borne in
mind that increased air space was absolutely required to maintain
proper sanitary conditions.

The saloons of the Thetis and the Bear were therefore sntely: re-
modeled; all original bulkheads were removed, except one to separate
the commanding officer’s room from the main saloon.

Bunks were built along the sides of the saloon fitted with drawers
to accommodate the clothing of officers; and to afford the necessary
privacy in sleeping, dressing, or undressing, curtains were arranged
upon movable rods working through the top of the berth framing.
These rods could be rigged in during the day to increase the space
in the saloon, and out at night, or while officers were arranging
their toilets or preparing for sleep.

In the men’s quarters twenty-eight bunks were built in pairs, one
over the other, with drawers under the lower bunk for clothing.
These quarters were separated from the ships’ sides by an alley way
to afford free passage to the forward part of top-gallant forecastle,
to work chains and windlass or to reach the forward store-rooms.

To exclude cold and frost from all the quarters, the sides and top
between the ceilings were lined with felt. The advantage of this
arrangement was apparent after we had reached the region where
hard service and unusual exposure were necessary. The suggestion
was Chief Constructor Wilson’s.

Dispensaries of the Thetis and Bear were constructed, under the
supervision of their medical officers, in the run abaft the saloon, and,
though compact, were well adapted to the service of the vessels.

It was intended to use the boats of the expedition when the ships
had reached the highest attainable limit, and to this end it was im-
portant that they should serve three purposes : first, as boats in cross-
ing water spaces; second, as sleds in crossing floes, and third, as
quarters when hauled out in stormy weather or for rest.

Their construction as whale boats accomplished the first condition ;
their bilge runners, after Parry’s method, secured the second, and
being fitted with covers, weather cloths, and tent stanchions the
third condition was obtained.

The sleds of the expedition were made after the design of Chief

H. Mis. 15%7——2
GREELY RELIEF EXPEDITION,

18

Engineer Melville, U. S. N., with reversible runners shod with iron ;
they were of two sizes, 16 and 8 feet, and were intended to be used
for carrying the boats, if necessary, as well as for ordinary sledging.
over the ice; I regarded them as most excellent in design and well
calculated for the work in the heavier ice of Smith’s Sound.

The ice tools and implements were constructed after designs which
experience has shown to be best suited to the service for which they
were intended. The ice-augers, designed by Lieut. B. A. Fiske, U.
S. N., supplied by the Ordnance Bureau, were especially useful and
efficient.

The preparation of the clothing outfit under the cognizance of the
Bureau of Provisions and Clothing, was supervised by Pay Inspector
A. J. Clark and Paymaster George H. Read, at the New York navy-
yard; their suggestions touching the making of this clothing and
the special packing of the various articles of this outfit to exclude
moisture were valuable, and I am pleased to say everything supplied
was found eminently satisfactory.

Some difficulty was experienced in procuring reindeer skins for
the winter clothing. As they could not be obtained anywhere in the
United States the Paymaster-General was obliged to order them from
Stockholm, Sweden; even then there was considerable delay in get-
ting them into Stockholm from the country villages where they were
exposed for sale. The arrival of the skins was so delayed from this
cause there was much difficulty to find a firm who would undertake
to make them up in time. Ullman & Co., of Mercer street, New
York, undertook and completed the work satisfactorily, however,
in a remarkably short time.

The Bear was put in commission March 17 and the Thetis April
2, 1884. The Alert was continued in commission after arrival from
England. The following list of officers and men were detailed for
the several vessels, viz:

 

 

 

 

 

THETIS. 2
Name. Rank, &c. Name. Rank, &c.

W.S. Schley ........ Commander, commanding |} George Harvey..... Boatswain's mate.
expedition. E. W. Walker ....... Do.

U. Sebree............ Lieutenant. Joseph Mitre ....... Captain of top.

E. H. Taunt......... Do. John Manin,........ Captain of top, acti ng

S.C. Lemly ......... Do. quartermaster.

W. I. Chambers..... Ensign, transferred to Loch |} John Cross...... ..| Quartermaster.
Garry at St. John’s. John McLeod....... Do.

C. H. Harlow.... .... Ensign. Christian Polson ...| Carpenter's mate.

G. W. Melville....... Chief engineer Walter Booth....... First-class machinist.

E.H. Green.......... Passed assistant surgeon. James Francis...... Do.

James W. Norman. .| Ice master. Adam Stitt ......... Blacksmith.

J.W. Powers ........ Yeoman, acting captain of || W.J. Fisher ........ First-class fireman,
hold and pay. yeoman. William Griffin..... ‘Do.

W.A. Coffin ......... Ship’s cook, acting boat- || H.B.Neale......... Do.
swain’s mate, F,F,Taylor,..,..... Seaman,
 

|
|

 

 

LIiguTENANT W. H. EMORY, U.S. N., COMMANDER

 

OF THE BEAR.
GREELY RELIEF EXPEDITION.

Thetis—Continued.

19

 

 

 

 

 

 

 

 

 

 

 

Name. Rank, &c. Name. Rank, &c.

P.W. Johnson ..... {| Seaman. Carl Wasden....... Seaman, acting s. m. mate.
Michael Hickey Do. Charles Tong Sing..| Cabin steward.
Bartley Cook .. Do. Max Tyron......... Cabin cook.

F.F. Baggerson Do. C.Nilson............ Seaman on board Loch
John McDonald ....|- Do. Garry.

George E. Yewell .. Do. J.B. Larson ........ Do.

Thomas Maloney ...| Seaman, acting ship's cook.

BEAR.

W.H. Emory, jr..... Lieutenant, commanding. Jobn Johnson ( )...} Seaman
F.H.Crosby ........ Lieutenant. John Johnson (2) ... Do.

J.C. Colwell ......... Do. Jacob Johnson ..... Do.

N.R. Usher .......... Do. Albert Jasen ....... Do.

L.K. Reynolds....... Ensign. D.M. Didrikse ...... Do.

John Lowe ..... .... Chief efigineer. H. Krusberg........ Do.

H.E. Ames .......... Passed assistant surgeon. J.J,Campbell ...... Do.

Bi ASD: iiss gndacunss Ice master. John Lindquist..... Do.

John Quevedo ...... Boatswain's mate. Fred Law 2.4 .200096 Ship’s cook.

Arthur Lloyd........ Do. George Savo........ Cabin steward.

Hugh Brock....... .| Quartermaster. Otto Schwarz ...... Cabin cook.

D.H. Keenan ........ Do. J.M.Beam.......... First-class machinist.
J.F. Burke .......... Captain of top. Henry Thomas..... Do.
C.J.Carlson......... Do. T.J.Morton ........ Blacksmith.

FO, EVANS 50245 exes Yeoman. Archie Currie ...... First-class fireman.
J.B. Fletcher ........ Carpenter’s mate. L.C.Smith ......... Do. —

J. Roberts ..........- Seaman. James Rogan..... : Do.

 

 

 

 

ALERT.

 

George W. Coffin....
Charles J. Badger...

C.S. McClain
A.A, Ackerman
William H. Nauman.

D.L. Gifford...
Joseph Doyle..
Philip Shautz..
Albert Jones ..
Edward White
Frank Blokus ...
P.C. Hansen ....
William Bloom ..
Adam Weissel ...
Olaf Anderson...
M.C.Boi..... ..---
J.F.Green. ....... Ba
William Haas

 

 
  
   
 
  
  
  

 

 

 

Commander, commanding.
Lieutenant.

Do.
Ensign,

Do.
Passed assistant engineer.
Passed assistant surgeon.
Ice master.
Boatswain's mate.

-| Quartermaster.
..| Captain of top.
.| Carpenter's mate.

Seaman.
Do.
‘Do.

Ship’s cook.

Cabin cook.
Seaman.
Machinist.
First-class fireman.

 

Thomas Wilson ....
John Watts.........
Thomas Bragger ...
Salvator Tordagoer.
Charles Anderson ..
Thos. Beswetheric. ..
Christian Guyken...
Amund Olsen.......
J. Lukshewitz.......
Charles Tristram. .

Alexander Watson .
Herman Lara

W. Wettergren
William J. Powell...
John Wachter.....

Jobn Sullivan.......
T.S. Roberts .......-
A.H. Kemble .......

 

First-class fireman.
Do

Boatswain's mate.

Quartermaster.

Captain of top.

Yeoman.

Seaman.

Cabin steward.
Machinist.
First-class fireman.
Do.
Do.
Blacksmith.
Seaman.
20 GREELY RELIEF EXPEDITION.

H. B. Neale, fireman of the Thetis, and C. Baxter, seaman of the
Alert, being found unsuited for the service were transferred at St.
John’s to New York, and their places filled by the enlistment of Geo.
Von Sprecklson and John Degen.

Each officer and man of the expedition willingly undertook the
hardships and exposure of this service, and felt complimented and
honored by your tender of the opportunity to engage in it.

The officers and men were carefully examined by a medical board
at the Navy Department, at naval stations, or on board ship, under
instructions of the Surgeon-General setting forth the physical stand-
ard necessary for service in the Arctic. !

It was determined from the beginning to compose the crews of the
expeditionary ships exclusively of volunteers from the able seamen
of the naval service and of mechanics whose trades connected them
with the repairs of hulls, engines, or boilers. Some delay occurred
in getting them together by reason of the necessary absence of the
vessels of the North Atlantic Squadron on service in the West Indies.
The time of their probable return north being too late to make vol-
unteers from their crews available or to get them in time from distant
ports, the commanding officer of the Powhatan, Lieut. Commander

‘C. J. Train, generously gave me the pick of his crew. The enlisted
men of the expedition were taken largely from that vessel.

As soon as the officers had reported for duty a detail was made and
instructions given them to inspect all articles of outfit under prepa-.
ration, and to report to me daily the progress made in the several
departments, as well as any deficiencies which might be discovered
in the submitted lists of outfit and stores. The medical officers pre-
pared the medical outfit and were charged with the inspection of all
provisions intended for the expedition.

In this way it was easier for me to know at the beginning of each
day all that was going on, and to keep up with the preparation of
everything needed. Several important features came under consid-
eration in this way and were added to our lists. At the same time
the officers were familiarized with every article prepared or purchased
for the fitting of their vessels.

The supplies and outfits were well under way by the first week in
April, those for the Bear being most advanced in order to start her
north by the 24th of April. Feeling confident that the date of her
departure would not be delayed the following orders were given her
commanding officer: "

U.S. S. THETIS.
Navy-Yard, New York, April 16, 1884,

Sir: The Bear being one of the vessels of the relief expedition to Lady Franklin
Bay of 1884, as soon as she is in all respects ready for the contemplated search you
will proceed with her under your command to St. John’s, Newfoundland, using the
utmost dispatch consistent with safety, reporting, by telegraph your arrival, to the
Secretary of the Navy.
GREELY RELIEF EXPEDITION. 21

Your stay at St. John’s will be limited to the time actually needed to fill up with
coal, to receive twenty dogs, with their harness, to receive two pairs of sealskin boots
and one Elsinore cap for each person composing your ship’s company, and to make
inquiries as to the ice conditions to the northward.

You will purchase, in addition, four ookgook (large seal)skins to be used for soling
boots. The foregoing articles, except the ookgook skins, have been ordered through
the United States consul at St. John’s.

After all supplies have been obtained you will proceed, as soon as practicable, to
Godhaven, Disco, and thence to Upernavik, at which place you wi!l await the ar-
rival of the Thetis, except in the contingencies hereafter mentioned.

In the interval you will call upon the Danish authorities, whom you will doubt-
less find ready and willing to render you any assistance, Atthis point you will secure
through the authorities an Esquimaux interpreter to act as driver for the dogs, en-
tering into an agreement for his services, paying him such compensation as the
authorities may deem proper and just; if possible, you will secure a similar person
for the Thetis and Alert to be ready on their arrival.

Should you receive information before my arrival that Lieutenant Greely’s party,
or any of them, have come as far south as Littleton Island, you are to seek the
earliest occasion when, in your judgment, it will be safe to attempt the passage
across Melville Bay in order to reach him. This fact you will report to me in a com-
munication, to be left at Disco or Upernavik, or at both places.

Should you not hear at Disco or Upernavik of Greely or his party having reached
Littleton Island, you may proceed beyond Upernavik, if any special circumstances
justify such movement; but, you will, under no circumstance, advance into Smith’s
Sound until one of the vessels of the relief expedition shall arrive at Littleton Island,
unless some unaccountable delay leads you to believe that no other ship will arrive,
in which case you will use your best judgment.

In case of your advance beyond Upernavik, it is expected that you will proceed,
with caution, onward to Cape York or beyond, if necessary to Littleton Island; but
in navigating the ice through Melville Bay I would suggest the importance of keep-
ing in with the land ice, as the safest and surest means of working north, availing
yourself of the local knowledge of your ice pilot, as far as it may be useful; your
search then must include the coast and islands from Cape York onward.

If it should be necessary to proceed onward before my arrival, you will leave
minute information for my guidance in following you; islands or headlands, at
which cairns are to be established with records, must be indicated with exactness,
and the situation described accurately, in order to avoid loss of time in searching

+ for them.

If the information received should lead to the rescue of Lieutenant Greely and
his party, you will take them on board and return to Upernavik; in this event you
will leave a record of the fact at Littleton Island, Cape Parry, and at Conical Island
and while on your way south keep a bright lookout for the Thetis and Alert.

From the moment of sailing for the destination indicated you will constantly
exercise the most vigilant watch over the safe navigation of your vessel, and you
will institute such inspection of her, day and night, as will effectually guard against
fire or other casualty; when in the vicinity of ice you will at all times be on the alert
to avoid damage from collision with bergs or floe ice; during thick or foggy weather
you will regulate the speed and signals in accordance with the maritime regula-
tions, and, upon all occasions, when near the land you will keep the lead going.

In all matters of navigation much must be left to your judgment to secure the
safety of your command, but you must always keep prominently in mind that the
region over which your ship is to pass, after reaching the latitude of Cape Farewell,
is not accurately surveyed, so that much of its navigation must of necessity be de-
termined by your judgment and alertness.
22 GREELY RELIEF EXPEDITION.

The few sailing directions published by the Hydrographic Office are commended
to your attention, and whenever your service may permit you to add to their accu-
racy or extent it is desired that this be done.

The exercise of your ship’s company will be limited to ‘fire quarters” and
“abandoning ship ;” both will be frequent and exact ; during the latter men will be
stationed in the boats, and the clothing, provisions, and ammunition to be provided
by each one is to be accurately described, and the officers and crew are to be in-
structed in carrying them to the boats, where stowed, and how most quickly and
easily reached.

The rubber knapsack provided is to be kept packed with a complete shift of
clothes and is to be kept hanging in the quarters of men and officers and must be
worn in all exercises of abandoning ship.

Reaching the ice regions. you will keep on deck at least sixty days’ supply of pro-
visions, to be landed on the ice if caught in the pack or in danger of a nip.

Money will be supplied you at New York to defray necessary expeuses after leav-
ing; in all expenditures of it you will cause vouchers in triplicate to be executed,
forwarding originals and duplicates from St. John’s to the paymaster of the receiv-
ing ship Colorado, retaining the triplicates on board.

You will husband your coal and stores after leaving St. John’s, and remember to
be careful in shifting your provisions below when sufficient coal has been used to
affect the stability of theship to any serious extent. «

Direct the surgeon of your vessel to take charge of the expenditure and account
of all provisions and clothing in accordance with the established forms, and cause a
daily bill of fare to be prepared for officers’ and men’s messes.

Two heliographs will be supplied your vessel, one to be used in all boat or sledge
expeditions, for signaling in accordance with the Army signal code to the ship.

Regulate with exactness the daily amount of coal to be used by the engine and
by the stoves, and give explicit directions to the chief engineer to have it carefully
weighed from the outset for both purposes, holding him to a strict accountability
for any violation of these orders. :

Allow no waste of provisions, stores, clothing, or coal, but impress upon your
officers and men the need of frugality in all that concerns your living or motive
endurance.

The commercial code of signals will be used instead of the Navy code in all flag
signals between the ships, and to this end you will familiarize yourself and direct
all officers to do the same with their use.

Transmit a complete muster-roll of your crew, before sailing, to the Bureau of
Equipment and Recruiting, and a list of your officers to the Bureau of Navigation ;
report also to the Bureau of Equipment and Recruiting from St. John’sany changes
in your crew prior to leaving that port, should any occur.

For your information I would state that the party of Lieutenant Greely is com-
posed of twenty-four persons, four of this number being commissioned officers, the
remainder non-commissioned officers and privates. Before leaving New York and
St. John’s you will institute a strict medical examination of your crew and any men
found disqualified will be returned to the receiving ship Colorado and their places
supplied by transfer or enlistment.

Very respectfully, your obedient servant,
W. 8S. SCHLEY, Commander, U. S. N.,
Commanding Greely Relief Eapedition.
Lieut. W. H. Emory .
Commanding U. S. S. Bear,
Greely Relief Expedition.
GREELY RELIEF EXPEDITION. 23

The outfit being completed and received on board by the morning
of April 24, Lieutenant Emory sailed with the Bear at 3.30 p. m. of
that day for St. John’s, Newfoundland, and thence for the coast of
Greenland.

The popular demonstration of sympathy with the object of this
expedition was widespread and very gratifying. Thousands of our
people visited the navy-yard to see the vessel off, while the New
York and Brooklyn sides of the East River were crowded with per-
sons wishing her Godspeed. Steamers saluted with whistle blasts,
while all hands cheered her until out of sight. ,

On her way outward to St. John’s the Bear met unusually severe
gales and dense fogs, but was not delayed thereby, as her commander
and his officers and men fully understood the importance of every
hour which bore them onward toward the imperiled party.

She reached St. John’s on May 1, seven days from New York, and
only remained sufficiently long to effect some repairs, made necessary
by her rough passage from New York, and to take on board coal to
replace that consumed; to procure seal-skin boots, Elsinore caps, and
Labrador dogs obtained by the consul and awaiting her arrival.

Sailing May 4, her energetic commanding officer pushed onward to
Godhaven through gales, ice floes, ice fields, and fogs, and reached
that point May 13. At St. John’s he learned that several Dundee
whalers had preceded him, and also at Disco that these same vessels
had pushed northward. Lieutenant Emory sailed immediately north,
but found the ice about Hare Island absolutely impenetrable at this
season. He very properly returned to Godbaven to await a northerly
gale to open the ice, rather than risk his ship on the edge of the pack
exposed to the dangers of a southerly gale in such position.

Several days elapsed, however. before a gale occurred from the
proper direction. During this interval of delay Lieutenant Emory
exercised his crew in abandoning ship on the ice-foot at the mouth
of the harbor. Torpedoes were exploded to test their effect. and pro-
visions were got up and stowed abreast of boats.

On May 21 a northerly gale set in, when the Bear was pushed north
into the formidable ice-pack south of Hare Island, in the Waigat
Straits.

He was delayed by formidable ice barriers in this vicinity for a
day or two, but continued the struggle in densely packed ice of great
thickness. rendered much more dangerous by the rapid tidal currents
which set large floes in motion after the first break-up.

Holding in with the land and following all leads through tortuous
channels, he worked in under the coast about Noursoak, on the north
side of Waigat Straits. There he was forced to await patiently until
the ice should move or break from the Omenak Fiord in the direction
of Black Cape (called Svarten Huk on the admiralty charts).
24 GREELY RELIEF EXPEDITION.

The wished for change came finally on the 27th. Immediately it
was taken advantage of and the Bear reached Upernavik on the
afternoon of May 28, having first gone to the Brown Islands, some
18 miles farther north, where the ice was found unbroken, with no
prospect of advance, owing to solid barriers in all directions.

The following morning the Thetis arrived at Upernavik and fell
in with the Bear. The history of the movements of the latter vessel
from this point of departure will be embraced in that of the Thetvs,
as both ships were always together until their arrival at Cape York.

The outfit and stores of the Thetis having been completed and
stowed on board by the morning of May 1, she sailed at 2.30 p. m. of
that day in obedience to your order, as follows:

Navy DEPARTMENT,
Washington, April 21, 1884.

Sir: The Thetis, Bear, and Alert, the ships of the Greely Relief Expedition of 1884,
being ready, you are ordered to take command of them and to proceed to the coast
o” Greenland, or farther north, if necessary, and, if possible, to find and rescue, or
ascertain the fate of Lieut. A. W. Greely and his comrades. _

All the officers and men under your command are hereby enjoined to perform any
duty on sea or land to which you may order them.

No detailed instructions will be given you.

Full confidence is felt that you have both the capacity and courage, guided by
discr. tion, necessary to do all that can be required of you by the Department or the
nation for thé rescue of our imperiled countrymen.

With earnest wishes and high hopes for your success and safe return,

Iam, very respectfully,
s WM. E. CHANDLER,

Secretary of the Navy.
Commander WINFIELD 8. SCHLEY, U.S. N., .

Commanding the Greely Relief Expedition.

The repetition of the popular demonstration of sympathy along
our route to sea was extremely gratifying.

The salutes of cannon from the navy-yard, Governor’s Island, and
Fort Hamilton when the Thetis passed could only be answered by
the dipping of our colors, as the ship carried no guns.

The officers and men were much touched by the evidence of your
sympathy and interest when the Tallapoosa steamed as far as the
lower bay with us to say the last good-bye, and to see tlie last of the
ship and her officers upon whom you had conferred such responsi-
bility and honor.

Reaching the Sandy Hook light-ship the vessel was swung to
determine deviation of her compasses, after which she continued on
to sea and reached St. John’s, Newfoundland, at 3.35 a. m., May 9,
after a most delightful passage of eight days, without other incidents
than a slight break down of the connecting rod of the air-pump,
which was promptly repaired in a few hours by Chief Engineer Mel-
ville.
“MOOWKAP AO]

 

 

 

 

 

 

i
yy

Wf) m

Loy
x

(

Mf Nf i , Mn

ZZ

4 » iN Yy, Mi

 

 
GREELY RELIEF EXPEDITION. 25

A painful though not serious injury to the hand of Machinist
Walter Booth also occurred during this passage. While oiling the
engine Booth’s hand was caught in the machinery and his fingers
crushed. ;

My stay at St. John’s was limited to two days and a half, during
which time seal-skin boots, Elsinore caps for the crew, and coal to
replace that consumed during the passage were taken on board; also
twenty-two Labrador dogs for service with sleds north. These dogs
were also obtained by United States Consul Molloy from Labrador.

In the interval I availed myself of an opportunity to call upon the
civil and military authorities of the port.

The Loch Garry, a chartered coal steamer, with 500 tons of Welsh
coal, commanded by Capt. Robert Jones, reported to me as a fourth
vessel of the expedition.

The charter under which he served reads as follows:

This Charter Party, made and con luded upon in the city of New York, the 29th
day of March, 1884, between Sutton & Co., agents for owners of the good iron s rew
steamship Luch Garry, of Dundee, of 950 tons gross register, and 616 tons net reg-
ister; having engines of 98 horse-power, and classed A 1 (built in 1880) at Lloyds,
of 1,200 tons dead weight or thereabouts, inclusive of fuel and stores, now in Europe,
and Commodore Earl English, Chief of Bureau of Equipment and Recruiting, United
States Navy Department, by atthvurity of the Secretaries of War and the Navy,
charterers:

Witnesseth, that the said agents agree to let, and the said charterers agree to
hire the said steamship for the term of three calendar months, from the 5th day of
April, she being then (after docking and cleaning bottom) placed at the disposal o?
the charterers, at Cardiff, in such dock or at such wharf or place (where she may
always safely lie afloat, at all times of tide) as charterers may direct, she being
then ready to receive cargo, and being tight, staunch, strong, and every way fitted
for the service (and with full complement of officers, seamen, engineers, and fire-
men for a vessel of her tonnage), to be employed in carrying 500 tons of coal in
bags (and passengers, so far as accommodation permit) within the following limits,
viz: Cardiff, Wales, to St. John’s, Newfoundland, for orders to proceed from thence
as ordered by the Greely Relief Expedition ; the United States Government assum-
ing all risks of vessel and cargo as soon as the steamer reports at St. Johns. Value
of vessel, £15,000, equal to $75,000, on the following conditions :

That the owners shall provide and pay for all provisions, wages, and consular
shipping and dis-harging tees of the captain, officers, engineers, firemen, and crew ;
shall pay all engine room stores,and maintain her in a thoroughly efficient state in
hull and machinery for and during the service.

That the agents shall accept and pay for all coal in the steamer’s bunkers, and
the owners shall, on expiration of this Charter Party, pay for all coal left in the
bunkers, at the current market prices at the respective ports when she is delivered
to them.

That the charterers shall pay for the use and hire of the said vessel at the rate of
$7.54 per gross register ton per calendar month, commencing on and from the day
of her delivery, as aforesaid, hire to continue until her delivery in like good order
and condition to the owners, fair wear and tear only excepted (unless lost), at Ha.-
ifax.

It is understood and agreed that the steamer is to be at St. John’s, Newfoundland,
before the 10th day of May next, dangers of seas excepted.
26 GREELY RELIEF EXPEDITION.

Payment'of the said hire to be made in cash at New York, monthly, in advance.

That the cargo or cargoes may be laden or discharged in any dock, or at any
wharf or place that the charterers or their agents may direct, provided the steamer
can always safely lie afloat at any time of tide.

That the whole reach of the vessel’s holds, decks, and usual places of loading,
and accommodation of the ship (not being more than she can reasonably stow or
carry) shall be at the charterers’ disposal, reserving only proper and sufficient space
for ship’s officers, crew, tackle, apparel, furniture, provisions, stores, and fuel.

That the captain shall prosecute his voyage with the utmost dispatch, and shall
render all customary assistance with ship’s crew and boats.

That the captain (although appointed by the owners) shall be under the orders
and directions of the charterers as regards employment, agency, or other arrange-
ments, and the charterers hereby agree to indemnify the owners from all conse-
quences or liabilities that may arise from the captain signing bills of lading, or in
otherwise complying with the same.

That if the charterers shall have reason to be dissatisfied with the conduct of the
captain, officers, or engineers, the owners shall, on receiving particulars of the com-
plaint, investigate the same, and if necessary make a change in the appointments.

That the charterers shall have permission to appoint a supercargo, who shall ac-
company the steamer and see that the voyages are prosecuted with the utmost dis-
patch.

That the master shall be furnished from time to time with all requisite instruc-
tions and sailing directions, and shall keep a full and correct log of the voyage or
voyages, which are to be patent to the charterers or their agents,

That the charterers shall have the option of continuing the charter on the same
terms for a further period of three months monthly, on giving due and sufficient
notice thereof to the agents previous to the expiration of the first-named term.

That previous to arrival at St. John’s, in the event of loss of time from deficiency
of men or stores, breakdown of machinery, or damage preventing the working of
the vessel for more than forty-eight working hours, the payment of hire shall cease
until she be again in an efficient state to resume her service; but should the vessel
be driven in port or to anchorage by stress of weather, or from any accident to the
cargo, such detention or loss of time shall be at the charterers’ risk and expense.

That should the vessel be lost after the ex, iration of the first three months, freight
paid in advance and not carned (reckoning from the date of her loss), shall be
returned to the charterers. The act of God, the Queen’s enemies, fire, restraints of
princes, rulers, and people, and all other dangers and accidents of the sea, rivers,
machinery, boilers, and steam navigation throughout this Charter Party always
mutually excepted.

That should any dispute arise between the owners and the charterers, the matter
in dispute shall be referred to three persons at New York, one to be appointed by
each of the parties hereto, and the third by the two so chosen, their decision, or
that of any two of them, shall be final, and for the purpose of enforcing any award
this agreement may be made a rule of court.

That the owners shall have a lien upon all cargoes and all subfreights for any
amounts due unter this charter; and the charterers to have a lien on the ship for
all moneys paid in advance and not earned.

All derelicts and salvage shall be for owners’ and charterers’ equal benefit. Pen-
alty for non-performance of this contract, estimated amount of damages.

Signed in the presence of James Patterson, as to Sutton & Co.

; SUTTON & CO.

Signed in the presence of 8. Henriques, as to Earl English.

EARL ENGLISH,
Chief of Bureau of Equipment and Recruiting.
 

 

 

 
GREELY RELIEF EXPEDITION. 27

Ensign W. I. Chambers, with two seamen, Carl Nilson and Jno.
B. Larson, were detailed for duty on board the Loch Garry, under
the following order to Mr. Chambers :

U.S. S. THETIS,
St. John’s, N. F., May 10, 1884.
’ §1R: You are hereby detailed for duty on board the coal steamer Loch Garry,
containing 500 tons of coal to be delivered at Littleton Island, for use of the Greely
Relief Expedition ; seamen John B. Larson and Carl Nilson are detailed to assist
you in this duty.

Your immediate duties will be to represent the Government and to protect its
interests in its responsibility for the ship and cargo from the time of her sailing
until her return to St. John’s.

You will keep watch and require the two seamen accompanying you to do the
same, in order that the Government interest may be represented on deck through-
out the voyage.

You will verify the master’s position as determined each day, and you will keep
a journal in which all needed information will be recorded, in case of disaster.

All signals in clear weather will be by Meyer’s code, during foggy weather by
whistle blasts after the same system.

Speed signals during the day will be by senior officer’s penant; if not hoisted,
full speed will be indicated ; if half way up, half speed ; and if at masthead, stopped.

During foggy weather one blast of the steam whistle will indicate slow ; two
blasts, stopped ; three blasts, backing ; and four blasts, ahead full speed ; one, fol-
lowed by two blasts, port helm ; two, followed by one blast, starboard helm ; several
quick blasts indicates ‘“ attention.” :

The Thetis will convoy the Loch Garry outward, and you will maintain a position
of about three cable lengths on her starboard quarter when practicable; under no
circumstances will you follow in her wake when it can be avoided, except when
specially directed.

Further orders will be given you for your return voyage to St. John’s. Incase of
separation you will join me at Disco. Theseinstructions may be changed by signal
as occasion may require.

Very respectfully, W.S. SCHLEY, Commander, U. S. N.,
Commanding Greely Relief Expedition.
Ensign W. I. CHAMBERS, U. S. N. ,

The following instructions were given to Captain Jones:

U.S. S. THETIS,
E : St. John’s, N. F. May 10, 1884.

Sir: Ihave respectfully to inform you that Ensign Washington I. Chambers,
U.S. N., has been detailed to act as supercargo of the steamer Loch Garry and to
accompany you to Littleton Island.

This officer will represent the Government and will act under my immediate
orders so long as incompany, after which his directions regarding the movements
of your vessel will be observed as provided by the terms of the charter party. His
instructions regarding the position to be maintained by your vessel and speed signals
while under convoy will be observed as far as practicable.

Two naval seamen have been detailed to accompany Ensign Chambers, and you
are requested to provide them with the necessary berthing accommodations and
28 GREELY RELIEF EXPEDITION,

rations ; compensation for, the latter to be adjusted and settled by the United States
consul at St. John’s upon return to that port.
Very respectfully, your obedient servant,
W.S. SCHLEY, Commander, U. S.N.,
Commanding Greely Relief Expedition.
Capt. ROBERT JONES,
Steamer Loch Garry.

These preliminaries arranged, and all articles on board, the Thetis
sailed at 6a. m., May 12, for Godhaven, with the Loch Garry under
convoy. Astrong breezesprang up the afternoon of the day of sailing
from St. John’s with dense fog, which greatly increased the difficul-
ties of navigation in this region, where large icebergs were numerous
and often passed at close quarters. Reaching the latitude of Cape
Farewell the Thetzs fell in with the first field ice, but little difficulty
was experienced in working through it. Open water was held from
this point up to the south side of Disco Bay, where we encountered a
large number of heavy icebergs, but separated sufficiently to permit
passage through them. :

May 21 the ship crossed the Arctic circle, and from that point had
continuous daylight, which greatly facilitated our work.

Passing through many dangerous obstructions of ice and icebergs
onward to Godhaven, the entrance to this harbor was found ob-
structed by heavy floe ice. No great difficulty was experienced in
breaking a passage for the Loch Garry into the harbor, where both
ships arrived and moored to the land ice at 8 a. m., May 22,

A strong southerly breeze the following day packed the small
harbor so full of ice that the Thetis and Loch Garry were detained
for thirty-six hours.

David Danielson, Eskimo, was engaged at Disco as dog driver of the
Thetis. Lieutenant Emory’s letter of advice informed me that he
had employed Hans Hansen in same capacity for the Bear. Their
pay was fixed at $30 per month.

During the delay at Godhaven I called upon Hon. A. Anderson,
inspector of North Greenland and the governor of the district. Dur-
ing this visit the inspector informed me that he had purchased thirty
dogs, ordered by Lieut. E. A. Garlington last year in accordance with
the following communication from that officer, and that they were
ready for delivery to the ships :

UniTep States RELIEF EXPEDITION,
Upernavik, North Greenland, September 2, 1883.

Sir; Ihave the honor to request that you will provide for the use of the pros-
pective expedition of next year from the United States the following articles :

Thirty dogs and sixty sets dog harness ; as many, not to exceed twenty, dog-skin
sleeping-bags, as can be procured.

Tam sorry that the Yantic cannot call at Disco, that I might arrange these matters
with you.
 

 

 

 

 
GREELY RELIEF EXPEDITION. 29

Nicholai remains here, and I have paid his and David’s wages to the governor of
the district.
Tam, very respectfully, your obedient servant,
E, A. GARLINGTON,
First Lieutenant, Second Cavalry, Commanding.
Hon. A. ANDERSON,
Inspector, North Greenland.

Although the Thetis and Bear were supplied with dogs, it appeared
to me that the inspector had only acted in good faith in purchasing
these animals from the natives, and under the circumstances I felt
obliged to direct Commander Coffin of the Alert to take them for his
vessel to avoid controversy.

Lieutenant Emory left me a list of the Dundee whaling fleet in the
waters of Greenland, with the names of those ahead of myship. His
letter gave mea good idea of the ice conditions about the Waigat
Straits and in Melville Bay.

At 9a. m., May 24th, the Thetis and Loch Garry sailed for Uper-
navik. At the mouth of the harbor a belt of ice extending about 3
miles off-shore obstructed the passage of the two ships, obliging the
Thetis to ram her way through theice. Clesring this ice, open water
was carried to the vicinity of the North Fiord, some 26 miles south
of the Waigat Straits, where both ships came up to a solid ice barrier
extending as far as the eye could reach to the north and west. The
pressed up, hummocky appearance of this ice enabled us to recognize
it as the polar pack of the last season. The Thetis was pushed some
fifty yards into this pack to lie during the night. The Loch Garry
maintained a position to the southward of its edge for the reason that
if a southerly gale should come on, as is so frequent in these high
latitudes, her position would have been one of great peril in the

ack. :
The following morning, May 25, a fresh breeze sprung up from
southwest, with indications of an approaching gale from that direc-
tion. It was determined to send the Loch Garry back to Godhaven
to await a northeast gale before attempting the passage north, as the
ice appeared too formidable to risk her at that time. As soon as the
collier had fairly started south, about 1 p. m., the Thetis was pushed
into the pack toward Hare Island with the hope that open water
might be found under the land. Struggling with heavy floes and ice
barriers and following tortuous leads until midnight, it was discov-
ered that no refuge remained except escape to the lee of a heavy ice-
berg off the north entrance of the Waigat Straits. During a cir-
cuitous passage of 36 miles the ship was several times beset by heavy
ice, but good luck worked to our advantage and the first lesson of
patience was learned. The ship was finally secured to an iceberg
some 200 feet in height, where she remained in comparative safety
during the 26th, though in occasional danger of being crushed, until
30 GREELY RELIEF EXPEDITION.

iis morning of uy 27, when we escaped from the grinding pack to
the “land water” under Hare Island.

Before venturing into the ice pack with its uncertainties and its
hourly perils, sixty days’ supply of provisions was got up from below
and stowed opposite each boat. Knapsacks were served out with a
complete set of underclothing and foot gear.

Rigid instructions were given that the articles contained in them
were not to be disturbed for any purpose except after abandonment
of ship. The hatches were kept ready for removal at a moment’s
notice in order to get at provisions and clothing to throw on the ice
in case of dangerous nips. Officers and men were detailed for each
boat with instructions what to carry to them, and every arrangement
made to avoid confusion in hasty abandonment.

The tidal movement of ice in and about the Waigat Straits and
through Melville Bay gave a very dangerous impetus to the heavy
bergs and floes of this sea. To attempt to avoid them by seeking
more westerly water was to push out into the polar pack with every
chance of being beset and drifting helplessly back through Davis’
Strait. Under such circumstances the risk of holding on to icebergs
to await favorable winds and tides to open leads was to be preferred,
though it must be admitted that great anxiety_was always felt lest
these monsters should fall over on the vessel. This was possible with
any change of wind or current. While lying under the lee of an
enormous berg near the Waigat Straits to escape the force of drifting
floes, it suddenly pivoted, exposing the ship to imminent danger of
being crushed. The ship swung rapidly around, carrying away her
head gear and figure-head. Lines were cast off immediately and the
ship was worked safely into open water spaces between.the floes
toward the land water in the direction of Hare Island. To gain this
water it was necessary to ram our way through the lighter floes and
to blow the way with torpedoes through the heavier. At last the
ship gained the open water under Hare Island and was able to keep
in it by standing north and south along the land until the afternoon
of May 27. At this date a northerly gale set in at Godhaven and
with it the Loch Garry sailed northward, falling in with the Thetis
at Hare Island about 9.30 p.m. The following day (May 28) at 5
a.m. the Thetis and Loch Garry took to the-pack off Hare Island,
working with much difficulty and delay to Noursoak, followed by
the Dundee whaler Wolf. Finding the ice had opened somewhat in
the Omenak Fiord the Thetzs continued to the northward, ramming,
where necessary, to gain leads or to make a passage for the Loch
Garry. Fog prevailed for a time in the morning and greatly in-
creased the difficulties of navigation. At5p.m.aheavy snow storm
set in, accompanied by a fall of temperature below the freezing point
of Fahrenheit. The water about the ship-was coated with young
ice, the rigging was covered with rime. Notwithstanding these dif-
 

 

 
GREELY RELIEF EXPEDITION. 31

ficulties the ship was continued northward, ramming her way through
weaker floes or by avoiding heavier ones. Being too thick to dis-
tinguish the: land it was necessary to average courses by going east
of one floe and west of another towards Svarten Huk and Upernavik,
where the Thetis and Loch Garry arrive at 8 a.m., May 29. Twenty
consecutive hours of the twenty-four had been passed in the “‘crow’s
nest,” with no comfort beyond the fact that each hour of the time
reduced the interval of separation from the Greely party.

At Upernavik we came up with the Bear and the steam whalers
Polynia, Triune, and Nova Zembla. The Arctic and Wolf arrived
later in the day. Lieutenant Emory reported the Aurora, Corn-
wallis, and Narwhal beset in tle pack to the westward of the Brown
Islands, some 18 miles north.

The Loch Garry was sent alongside the Bear to fill the bunkers
of the latter with coal. During this interval.of delay I called upon
the governor of the district Mr. Elberg, and secured the services
of Nicolai Broberg, Eskimo, as interpreter.

At Upernavik all my information indicated the ice unbroken and
packed to the northward, and much too formidable to expose the
Loch Garry, unfitted as she was for ice work. Accordingly verbal
instructions were given her master to land sixty tons of coal for the
Alert, and to await the latter’s arrival later in the season before at-
tempting the passage of Melville Bay. Orders to this efféct were
left for Commander Coffin :

U.S. 8. THETIS,
Upernavik, Greenland, May 29, 1884.

Sir: The coal steamer Loch Garry is left here to come on later under your con- -
voy, the ice to the northward making it unsafe to venture with her so early in the
season.

The Bear and myself go at once to the northward and will leave a record for
you at Conical Rock, Cape Parry, and Littleton Island. The cairns will be desig-
nated by poles with black flags on them and the notices will be in bottles. The
western points of islands, capes, and headlands will be chosen for the cairns. Leave
a record as you find them both going and returning. Fill up your bunkers from
the steamer and land from her fifty tons at Foulke Fiord to supply the house.

We have a rumor here of five white men to the northward in the vicinity of
Cape York; hence my anxiety to get on, as two whalers are ahead of us, but I think
I can catch them ; at all events I shall push to the utmost.

All are well and in fine spirits; weather cold; ice heavy and thick.

Hoping you are well, I am, very sincerely, yours,
s  W.S. SCHLEY, Commander, U.S.N.,
Commanding Greely Relief Expedition.

of.

Commander G. W. CoFFin, U. 8.N.,
Commanding U.S.S. Alert.

At 5p. m., the Bear having finished coaling, both ships sailed in
company for Kingitok Islands, touching, en route, at one or two
points to secure seal meat for the dogs. Governor Elberg accom-
32 GREELY RELIEF EXPEDITION,

panied the ship as far as Kingitok in order to secure the services of
a native pilot to enable me to take the inside passage as far as Tas-
suisak. At9 p.m. came to with ice anchors to the ice foot at Kingi-
tok Island. We were detained at this point until June 1, when a
violent southwest squall set in and destroyed this ice foot and obliged
me to run around to the north side of the island for security against
the running pack. ,

During our detention at Kingitok we improved every moment to
exercise dog teams, and to send parties morning and evening to the
top of the island to examine the outlook north. From the anchor-
age on the north side we discovered a lead later in the day, after the
wind had subsided, and pushed into it, though it carried us a little
off-shore. We succeeded nevertheless in gaining the islands off
Tassuisak during the evening of June 1, and fell in with the Dun-
dee whalers Aurora, Cornwallis, and Narwhal, moored to the ice
foot. The other whalers accompanying us to this point remained
in the pack several miles off shore.

Passing through some thinner ice into a lead which the watchful
commander of the Bear had discovered, and into which he was lead-
ing the Thetis, afew miles north of the Berry Island in order to
reach open water along the land, the Bear ran upon one of the nu-
merous unknown and uncharted rocks of that vicinity. She was
going at half speed at the time; her commander was in the foretop,
the officer of the deck was in the ‘“‘crow’s nest,” and a lookout on
the boom end. All precautions possible in this ice-covered region
were taken to avoid accident, but risks which could not be justified
under ordinary circumstances of cruising had to be assumed now as
incidental to the extraordinary service.

The injury sustained by the Bear was only of slight importance
and did not prevent her continuing to the north with the Thetis, and
afterwards during the cruise, whenever it was necessary to ram the
thicker and more flinty ice of Melville Bay and Smith’s Sound, the
Bear was always found a most faithful and efficient support to the
Thetis.

Both ships were detained about Tassuisak from June 1 to June 3,
by solid ice-pack to northward and by strong southerly winds, with
occasional thick weather and snow.

On the forenoon of the latter day a lead was discovered along the
land toward Titliasook, near Horse Head Islands, and was followed,
but proved delusive near the Wedge Islands. Both ships attempted
to ram their way through, but the ice was too formidable and the
strain to ships too severe to be continued.

June 4 Governor Kleeman, of Tassuisak, visited the ships and en-
deavored to impress the danger of our exposed position if a westerly
gale should set in. Somewhat against my judgment, however, the
ships went into Tassuisak Harbor, where we remained about two
 

 

 

VIEW M THE Crow’s NEST OF THETIS TO THE WESTWARD, AcRoss MELVILLE Bay, JUNE 13, 2 P.M.
GREELY RELIEF EXPEDITION. 33

hours, when the lead we had left opened for several miles. Lines
were cast off from the ice foot in Tassuisak Harbor; full steam power
was raisod, and a rush was made to get through a narrow lead into
open water, but we were a trifle too late. The ice closed on the
Thetis and held the ship immovable until the next morning, not-
withstanding the use of torpedoes ahead and on both beams to extri-
cate her.

The morning of June 5, the ice appearing slacker, the Thetvs began
ramming again under high speed and succeeded in breaking through
a distance of about three hundred yards into open water, which was
followed most of the day amongst icebergs and through floes past
Horse Head Island, Cape Shackleton, and Baffin Islands to a posi-
tion about six miles south of the Duck Islands in Melville Bay. At
this point the ice was found packed and impenetrable, and both ships
were secured by ice anchors to the floe ice to await an opening. The
three advance whalers, the Arctic, Aurora, and Narwhal, had
worked through the ice to this position in advance of the Relief Ex-
pedition.

June 6 we got under way again and followed a lead for about two
miles northward, but finding it more difficult and hazardous to ram
successfully this heavier ice of Melville Bay, we sought refuge a little
north of a large iceberg, around which there had opened a large water
space which permitted us to ram a dock in the floe ice for the Thetis
and Bear.

While lying in this improvised dock most of the Scotch whalers
came up with us.

During the afternoon of June 6, observing from the ‘‘ crow’s nest”
a large open water space about the Duck Islands, both ships were got
under full headway about 9 p.m. and rammed their way through
several floes to gain this desired outpost for advance into the more
perilous dangers of Melville Bay.

Atla.m., of June 7, both ships reached the ice foot of the Duck
Islands, and were made fast to it in company with all the whalers.

This point being the outpost from which advance across Melville
Bay is always made, it was necessary to examine carefully the ice
conditions in order to distinguish the land ice, which rarely moves,
from the floe ice which detaches from it further and further in to-
wards the land with each month of the short Arctic summer.

During four anxious days the ships were detained at this anchor-
age. Strong winds from north and south, with snow squalls and
dense fogs, with fine weather intervals, occurred during this delay.

Whenever it was clear enough to see trips were made to the top
of the islands to examine the outlook across Melville Bay, though
very little comfort was derived from these visits. This vast sea of
ice lay unbroken before us in the north and west directions. Some-
times it seemed that it would never break up.

H. Mis, 157——3
34 GREELY RELIEF EXPEDITION.

Countless icebergs lay in stately and silent splendor, with here and
there slight pools of water about them. These were promising
signs, but we soon learned that the changes with every turn of the
kaleidescope are hardly more wonderful or surprising than those fol-
lowing each strong wind or tide in these regions of ice.

These enforced waitings were all the more hard to bear as we knew
how seriously delay must tell upon the party to whose relief we were
anxiously hurrying.

Watch was, therefore, always kept in the ‘‘ crow’s nest,” and every
crack in the ice was critically scanned in the hope that advance
might be made.

Every chance, however slight, was availed of to work northward
nearer to the imperiled party.

On the evening of June 10 there were unmistakable indications of
a break in the ice, and another advance northward.

At 6.30 a. m., June 11, observing open water through the rifts in
the snow to the northwest of the anchorage, lines were again cast off,
but after a run of an hour or two in a snow storm it was found that
the leads were short and tended northerly toward the land ice,
though closing by a northwest tide then commencing to flow. When
the snow squalls passed it was found that several whalers had pre-
ceded us to this position, and later the others worked off near us..

Advantage was taken of the largest open water space and held dur-
ing most of the day until an opportunity offered to gain a temporary
mooring against the solid ice floe, close to a favorable crack leading
landward, which opened toward 6 p. m., after some ramming had been
done by the two ships.

By 9 p. m., however, astill better opening occurred, when both ships
succeeded in making good a distance of at least three miles northward;
but with each advance to a higher latitude the ice grew so noticeably
heavier that ramming was of necessity resorted to with caution.

From the position gained by this day of hard work, it was discov-
ered that the northerly wind of a day or two past had broken the ice
very considerably across Melville Bay; therefore, it was necessary to
await its recurrence, or the cessation of a moderate wind then blow-
ing, in order that the floe ice might ease off from the land ice.

A promising feature in the outlook of this day was, that, although
the floes were all large and heavy, there was a great quantity of broken
rubble ice near their edges, which usually indicated advance when the
tides or winds changed.

At3p.m., June 12, a movement in the ice gave us a chance to reach
a lead, after some ramming, by which a mile further to the northeast
was made toward the land ice. Again, on the afternoon of the 13th
another advance of a mile was made, where both ships were detained
until June 14,
 

 

 

 

NATIVES AT SAUNDERS ISLAND.
GREELY RELIEF EXPEDITION. 35

During the afternoon of the 12th there was considerable movement
of the floes and some dangerous grinding of the ice wheré the floes
touched. To avoid this all the whalers, except the Arctic and Wolf,
steamed back to the eastward of the Duck Islands to open water seen
near Sugar Loaf Peak.

Most of the 13th and the morning of the 14th the Thetis, Bear, and
the Dundee whaler Arctic were working at intervalsinto more north-
erly positions as the ice opened and closed, the advantage being first
with one and then with the other, but ultimately the Relief Ships
gained three miles in advance of the Arctic and saw from this posi-
tion the Wolf lying in the ice, southwest about 5 miles, and the re-
mainder of the whaling fleet to the eastward of the Duck Islands,
distant 10 or 12 miles southeast.

The wind was light during the afternoon of June 14, but the tide
opened alead into which the Thetis and Bear started, but were jammed
for an hour or two in packed ice near a large berg. The Arctic an |
Wolf having better luck and more open water about them reached
the lead in advance of the Relief Ships, but gained no other advan-
tage than leading in open water along the land ice in the lead that
broadened from 100 feet to as many yards, extending about 30 miles
to the northwest, with here and there a difficult pass that had to be
rammed through, until the solid ice was met with again about 2a. m.,
June 15.

This was the best run made for several days and the novelty of
making 8 knots was much enjoyed. Both ships reached the vicinity
of the northerly Brown Islands, when further advance was arrested
by barriers of ice from 6 to 8 feet thick, andin places where rafted
from 15 to 20 feet.

Ramming ice of this character was so serious a matter to the safety
of the ships that it was resorted to with much caution, while torpe-
does were of no practicable use, those of gun-cotton producing only
local effects.

We were detained at this point until 2.35 p. m., of June 15, when
fairer weather and wind allowed the ice to ease off from the solid
land ice, when another advance of some 60 miles was made through
dangerous and tortuous leads close to heavy icebergs up to a position
58 miles southeast of Cape York. At this position the land ice was
found to extend in one unbroken mass off-shore a distance of about
60 miles, impenetrable and impassable, with the pack solid in all di-
rections, and with some indications of a coming gale. Under such
circumstances the imminent peril to both ships from rapidly running
floes, whose area, in most cases very great, suggested the importance
of ice docks in the land ice. This was soon abandoned, as it was
found impossible to work the saws in ice of such thickness. Ramming
was not to be thought of. We were obliged, therefore, to keep under
way a good deal of the day of June 16, and part of the 17th, during
36 GREELY RELIEF EXPEDITION.

a fresh southerly wind, in order to maintain a position in the largest
open water space that could be reached and held to avoid the nipping
floes.

The anxiety of some forty hours was severe and wearing ; but little
sleep was obtained by the commanders, as it was possible at any
moment that both ships might be crushed and their crew, thrown
on to the ice.

The movements’of the floes on this day occasionally opened tempt-
ing leads to the southwest of our position, which the energetic cap-
tain of the Artic could not resist, but which, unfortunately, caught
his vessel and squeezed her considerably.

The Aurora and Wolf strove to make a similar movement, but,
fortunately for them, the ice closed before they could gain the lead
in which the Arctic was caught. It was reserved for them to get
through Melville Bay with the Relief Ships, as the Arctic was left
behind and was never seen again by the Thetis.

Fortunately, we were able to avoid dangerous nips during this in-
terval, when, to our satisfaction, the wind shifted and fell lighter,
and a promising lead in the direction of Cape York enabled us to
escape at 9 p. m., June 17, and to reach that coveted point at 5 a. m.
of the morning of June 18. In clearing a false lead and working
through heavy ice the Thetzs split her rudder by collision with a
heavy floe and was detained about an hour to effect repairs. The
two Scotch whalers, Aurora and Wolf, were in company and worked
ahead of the Relief Ships, and with them ultimately into a large open
water space, which was thought at the time to be the ‘‘north water.”
Gaining this open water, the Bear being somewhat faster than the
Thetis, was sent ahead to land Lieutenant Colwell and three men to
communicate with the Cape York natives. This Lieutenant Emory
effected about 6 a. m., and sent the party 6 or 8 miles over the ice to
Cape York. I determined to remain with the Thetis to pick up
this party, and, therefore, instructed Lieutenant Emory to go to the
westward in search of a lead northward, and, if possible, to continue
on, examining Cary Island en route, and to await my arrival at
Littleton Island.

The Bear, the Aurora, and the Wolf steamed westward about
6.30 a. m.

At7.30 a, m. the tide changed and the ice broke from the land, open-
ing a lead close up to Cape York, where I found Lieutenant Colwell
interviewing a native, but no information could be obtained of Lieu-
tenant Greely’s party. Taking Colwell’s party on board the Thetis
continued by Cape York and onward through troublesome ice pack,
and reached Conical Rock about 3 p.m. the same day. A cairn was
erected on its western side containing a record for Lieutenant Emory
and Commander Coffin.
‘AUUV WdvD

|

|
|

|

 

|

|

|

|

il

| |

—
li
Hy

il

)

HNN

mii

 

i
pil

i

iu

 

 
GREELY RELIEF EXPEDITION. 37

The pack of lower Smith’s Sound, studded with hummocky pack ice,
was very formidable in appearance. The strong tides made it danger-
ous in movement. About midnight the pack to the northward was
examined, but finding it impenetrable and impassable the Thetis was
forced to return and moor again to an iceburg, grounded under the lee
of Conical Rock, until 1.45 p. m., June 19, when the southerly wind,
which had sprung up that morning shifted, and the ice under the
tidal influence had become slacker. Another advance was made
after considerable ramming and by using torpedoes, when practica-
ble, until open water was gained some hours later near Capes Dudley
Digg’s and Athol. Ten hours of hard work through the pack, fol-
lowing narrow and winding leads amongst hummocky floes, brought
the Thetis up to a narrow open water space about the western end of
Wolstenholm Island, where a cairn was erected and notices depos-
ited for Emory and Coffin. This concluded, she was continued on-
ward to Saunders Island, where she arrived about 3a. m. of June
20. At this latter island we met a large number of natives, but could
learn nothing from them of the Greely party. Indeed they were not
even aware that any white men were in the north country.

Some broken oars and pieces of wood were given the natives for
their kayaks, and some bread and meat to encourage them to acts of
friendliness to others coming after us. The uncertainties of the
navigation in these regions suggested the importance of cultivating
kindly relations towards the natives, who had on previous occasions
aided parties returning after disaster from the northward.

The coast and islands up to this point had been carefully searched
with glasses, but without discovering any indications of Greely’s
party. The natives here stated that during the early spring, before ,
the ice had broken, a party of them had hunted well off on the ice,
towards the Carey Islands, but had not seen anything to indicate that
any white men were there. This information determined me to move
to the northward with all dispatch from Saunders Island, about 5 a.
m., for Cape Parry and Littleton Island. .

Great difficulty was experienced during this entire day in working
my way through the very heavy and very troublesome ice, studded
as it was with numerous large hummocks. Cape Parry was reached,
however, about 2.30 p. m., and another cairn erected on its western
side, and records were left in it for Lieutenant Emory and Comman-
der Coffin.

' Leaving Cape Parry, this vessel grounded upon a sunken rock,
not marked on my small scale chart, but as her speed at this time
was about two knots no injury of consequence was sustained.

Standing across Whale Sound, through very heavy ice, ramming
frequently through tongues connecting large floes, Northumberland
and Hakluyt Islands were reached about 8.30 p. m., and examined
carefully in turn without results. We continued onward to Little-
38 GREELY RELIEF EXPEDITION.

ton Island about 9 p. m. From Northumberland Island to Cape
Alexander the ship was navigated through a belt of icebergs twenty-
four miles broad, so close together, in many instances, that it was
difficult to determine the way until up with them. By ll p.m.a
southerly wind, with occasional snow squalls, set in and continued
until my arrival at Littleton Island, about 3 a.m., June 21. Round-
ing the island to its north side the ship ran upon another unknown
rock, but at low speed, and caroming off she fetched up against the ice-
foot of the island. She hung about ten minutes, thumping some,
but sustained no injury whatever, the grinding pack ice in driving
down having smoothed off the rocks in passing over them. Clearing
this danger, the north side of the island was reached and the ship
was moored to an iceberg grounded near it. Parties were sent to
examine the Nares cairn, the Beebe cache, and Littleton Island for
records of Lieutenant Greely, but without success. Before their
return the wind had increased so much, with driving snow, that it was
impossible to see a hundred feet from the ship, while the opposite
shore of Grinnell Land was completely hidden from view.

While the parties were engaged in searching for the cairns and
caches the tide fell and the wind had increased so much that getting
off the ice-foot of the island in the swell was difficult and very dan-
gerous. As it was intended to increase the cache of provisions at
this place to 1,000 rations, it was necessary to wait for the wind and
sea to go down before this could be effected. The search parties re-
turned late in the afternoon to the ship and were taken off with some
difficulty, tired and worn out by their tedious travelling over rocks
and snow and through steep valleys.

Again, it was intended to visit Polaris winter quarters at Lifeboat
Cove, the following morning, but the wind and sea, though some-
what abated, were still too heavy to allow this to be done. Atten-
tion was directed on the following morning, June 22, to landing pro-
visions at the Beebe cache, which we succeeded in doing towards
noon. Leaving a record on McGary Island for Emory, informing
him that the Thetis would wait for him at Payer Harbor, and hav-
ing learned nothing of Greely up to this point, it was determined
to push on at once to Cape Sabine, but, as the Bear had not come up,
I was anxious lest she had met with disaster in working through
such ice as the Thetis had encountered coming from Cape York.
Again, as it had been concluded that the advance must now be pushed
vigorously to Lady Franklin Bay, it did not seem prudent to attempt
the dangers of Kane Sea until the Bear had come up.

To my great relief and delight she arrived about 12.30 p. m.,
June 22. :

Lieutenant Emory came on board and reported that he had carried
out his instructions to search for a passage to the westward of Cape
York, on the morning of June 18, but after several hours steaming
 
GREELY RELIEF EXPEDITION. 39

in that direction was convinced that his better route was to regain
the shore leads and to follow them to the Carey Islands.

Approaching Cape York the same afternoon the ice conditions were
found entirely changed. A southwest wind, accompanied by snow,
had driven extensive floes of ice into the large water space the ships
had traversed the morning of that day, and with no open water in
sight the Bear was obliged to force her way up to the land ice off
Cape York, to remain there beset until the morning of June 20, shift-
ing position continually, as the grinding floes would render each new
one precarious. Several hours later the Arctic, Wolf, and Aurora,
Dundee whalers, were seen approaching, but they failed to force their
way nearer than a league of the Bear’s position.

The Aurora appeared badly nipped at this time and lowered all of
her boats on to the ice, as if preparing to abandon her.

During the morning of June 20 the wind shifted from southeast to
northeast, with heavy snow. This shift of wind slackened the ice and
released the Bear. The Aurora was eased from her nip by the same
influences. :

Taking advantage of this release the Bear forced her way to the
Carey Islands after an unceasing combat of thirty-eight hours, in a
blinding snow-storm, imperiled hourly by the heaviest ice and increas-
ing difficulties of its movement.

During much of this time it was almost impossible to distinguish
leads beyond a ship’s length ahead. Several times during this passage
the Bear was beset with heavy ice and was in much danger. By 7.30
p. m., June 21, the weather cleared and the Carey Islands were ob-
served about two miles distant, north-northeast. At 9 p. m. they
were reached and the ship was secured to a grounded floeberg adja-
cent the cache established by Sir George Nares in 1876. The pro-
visions of this cache were sampled and found excellently preserved.

As Lieutenant Emory found here no record of Lieutenant Greely
he sailed at 11 p. m., heading for clear water to the northward, indi-
cated by a ‘“‘ water blink,” or water sky, in that direction, and for
several hours was required to force his way through the heavy and
troublesome pack, but he succeeded at last in gaining open water.

Assisted by a fresh southerly gale blowing at this time, Lieutenant
Emory made the best of his way to Littleton Island, where he rejoined
the Thetis about noon of Sunday, June 22.

When the Bear left the Carey Islands the Dundee whalers Arctic
and Aurora were seen to the southward and westward, working
through the pack in the direction of Lancaster Sound.

Records for Commander Coffin were left at Littleton Island and
those for Emory taken up. The Beebe cache of provisions there was
increased to 1,000 rations, and both ships sailed for the north about
3p. m., ina moderate gale. They reached. Payer Harbor at 7 p. m.
40 GREELY RELIEF EXPEDITION.

and moored with ice anchors to the harbor ice that had not yet
broken up. -

Lieutenant E. H. Taunt with three seamen, George Yewell, Joseph
Mitre, and Hugh Brock were sent to examine the cairn on Brevoort
Island; Ensign C. H. Harlow with two seamen, J. W. Powers, and
John Manin, to examine Stalknecht Island cache; Lieutenant J. C.
Colwell, Ice Masters J. W. Norman, F. Ash, and Chief Engineer
John Lowe were detailed to visit. in the Bear’s steam cutter, the
Wreck Camp cache west of Cape Sabine; Chief Engineer G. W. Mel-
ville, Dr. H. E. Ames, and Ensign Reynolds, with seaman John
Lindquist, to examine the coast line at bottom of Payer Harbor.
These parties were started simultaneously in order to cover the entire
ground in the shortest practicable time, that no opportunity be lost
to push rapidly towards Cape Hawkes, if no advice should be received
of Greely at any of these cairns or caches.

About 8 p. m. cheers were heard above the roaring winds, but
could not be located accurately; again,a second time, cheers were
heard more distinctly. A few minutes later, however, Seaman Yew-
ell came to me, almost out of breath, with the information that Lieu-
tenant Greely and his party were at Cape Sabine. He handed me
several records which Lieutenant Taunt had discovered in the cairn
on Brevoort Island. These records were carefully read. They were
found to refer to dates eight and nine months previous to my arrival,
and in them the location of Lieutenant Greely’s camp was described.
The records are as follows ;

The International Polar Expedition was fitted out by the War Department of the
United States, under the supervision of Gen’] W. B. Hazen, Chief Signal Officer.

Sailing from St. John’s, Newfoundland, July 9th, 1881, it touched at Disco, Riten-
benk, Upernavik, Carey Islands, Littleton Island, Cape Hawkes, Carl Ritter Bay,
and was stopped by ice for the first time in Lady Franklin Bay, near Cape Lieber.
It landed in Discovery Harbor, August 12th. The steamship Proteus sailed August
26th.

The winter of 1881-’2 proved tobe of remarkable severity ; the corrected mean for
February of a thermometer on the floe was -48. 03. Musk-ox meat was procured
in large quantities and other game toJessextent. Lieutenant Lockwood during the
autumn explored the ‘‘ Bellows ’ and the valley of St. Patrick’s Bay and attempted
in November, twenty-one days after the sun left us, to cross Robeson Channel, but
was obliged by open water and heavy iceto turn back several miles from Cape
Beechy.

Starting eleven days before the sun returned he examined Robeson Channel off
Cape Beechy, and leaving March 1st, visiting Thank God Harbor via Capes Beechy
and Lupton, returned via Newman Bay and Cape Sumner March 1ith, having been
detained two days by violent storm.

Dr. Pavy visited Lincoln Bay in September, established depots in Wrangell Bay in
October and near Mt. Parry in November, returning on the 8th, and between
March 5th and 9th, 1882, established a depot near Cape Sumner. On October 2nd
he started to visit Cape Joseph Henry, but was turned back by open water atthe
Black Cliffs. He leaves March 18th, 1882, to reach land, if possible, north of Cape
Joseph Henry. Lieut. Lockwood leaves April 1st to explore the land north and east
 
GREELY RELIEF EXPEDITION. 41

of Cape Britannia. Thecommanding officer proposes, later, anattempt to reach the
western shore of Grinnell Land via Black Cliffs Valley.

The health of the command has continued excellent to the present time. Nosigns
of scurvy,except possibly Eskimo Jens ; all -vell at present date (March 15, 1882).
The winter has passed comfortably and pleasantly.

A. W. GREELY,
1st Lieutenant, 5th Cavalry, Act’g Sig. Off. and
Assistant Commanding Expedition.

This record is deposited by Octave Pavy, who leaving Fort Conger Oct. 27th, 1882,
with party of D. L. Brainard.

Oct. 31, 1882,

-Taken up Aug. 12th, 1883, by Lieutenant Greely and party going Sd. to Littleton
Island.

Fort Concer, G. L., Oct. 26th,1882.

During the spring and summer, 1882, the following trips have been made: A.
A. Surg. O. Pavy left March 19th to reach land north of Cape Joseph Henry, but
returned May 4th, having found open water in the Polar Ocean, where he was for a
time afloat with his party on the moving ice-pack.

Lieut. J. B. Lockwood left April 8rd and returned June 2nd, having in the mean
time discovered Hazen Coast, which extends northeastward from Cape Britannia to
83° 30’ N. and about 88° W. He reached 88° 24’N., 40° 46° W. No land directly
north or northwest, although horizon was searched on clear days from altitude of
over 2,000 feet. The coast still continued its trend to the N. E. (tr). Thecommand-
ing officer penetrating the interior of Grinnell Land in April and again in July, dis-
covered a lake about 60 miles by (8) eight, called Lake Hazen and reached Mt. C. A.
Arthur, 81° 13’ N., 74° 10’ W., whence from an elevation of 4,500 feet a view was
had on avery clear day. Low land tothe W., 8. W., and 8. as far as the eye could
reach. In W. 8. W. in slight depression, from 75 to 100 miles distant, a range of
mountains which, possibly, are on a land separated from Grinnell Land by a narrow
strait. During August launch ‘“ Lady Greely” ran to head Archer Fiord and part
way into Howgate Fiord, which latter, inland from Miller’s Island, receives the water
of Lake Hazen via Ruggles River. No casualties to date; all well at present. In
case of no vessel the station will be abandoned August 11, 1888, the party retreating
by boats along the west coast of Kennedy Channel and Smith’s Sound.

A. W. GREELY, 1st lt., 5th Cav., A. S. O. and
Assistant Commanding Expedition.

Record left by Lieutenant Greely, commanding Polar Expedition, en route to
Littleton Island, with ultimate intention of reaching 8. E. Carey Island.

I abandoned Ft. Conger, G. L., August 9th, 1883, at 3 p. m.,with party of twenty-five,
all well. Reached Cape Baird August 10 and left same evening near midnight, steam
launch Lady Greely towing boats Valorous, Beaumont, and whaleboat. On board
5,500 Ibs. coal and over forty days rations. Took up enough at Cape Craycrott to
make forty-five days rations. Had foggy weather, with snow; met some ice.
Reached Carl Ritter Bay about 10 p. m. Aug. 12, and took up cache, leaving at
once with about fifty days complete rations, except sugar. Stopped by floe about
80° 43’ N., morning Aug. 18. Took up depot of 240 rations at Cape Collinson Aug.
22nd and at one p. m., Aug. 23rd were tied up to ice-foot about two miles south of Cape
Norton Shaw. Stopped by dense rubble ice, which extended as far south as could be
4? GREELY RELIEF EXPEDITION.

seen. All well at that time. Reached Cape Hawkes Aug. 26th, took up 168 lbs.
potatoes, 111 lbs. pickles, 250 bread, 324 stearine. Left same afternoon and were
beset that night in about 73° W., 79° 25'N, in attempting to reach Victoria Head by
direct course. All well Aug. 27, 18838. No signs of a ship or of depots for us have
been seen, although the shore has been carefully followed and watched. A N.
E. gale forced us down to 79° 00' 06" N., 74° 45' W., when temperature fell Sept,
8th to -0.8, freezing in the party. It is the intention to abandon launch Lady Greely
and one boat Monday, Sept. 10, and to reach Cape Sabine with two boats by
sledge via Cocked Hat Island. Party all well and in good spirits at date. Have
about (40) forty days complete rations. Itis the intention, as soon as separation shal]
be safe, to send an officer and two men to Brevoort Island to obtain record, which
should be there, of the movements of ship and location of depot this year. If boats
have been left there it will greatly facilitate our movements and increase our chances
of safety. Abandoned launch and one boat Sept. 10th, and later another boat.
Driven into the middle of Kane’s Sea twice by S. W. gales; once from about
three miles off Cocked Hat Island, and again from about same distance from Sabine;
yet later, when within two miles of Brevoort Island, driven by a N. W. gale and
ice pressure to north side Baird Inlet, between Leffert and Alfred Newton glaciers
of Admiralty chart or just north of Cape Patterson, Naresmap. Reached land Sept-
29th with one boat, 12 man sledges, 25 days ratiors. Party of 25 all well yet
and hopeful of future. Lt. Lockwood probably starts for Sabine Oct. 1, and
will deposit this record. If no rations except English are found they will be hauled
away to this point, and Cape Isabella visited by sledge in hope of finding another
there; as a forlorn hope, when rations are reduced to ten days, an attempt will be
made to reach Littleton Island by sledge, leaving records and cairn here with boat;
records to be not exceeding 25 feet from boat. Pendulum and duplicate records
will be cached at site of English depot by Lt. Lockwood. Hope to obtain game
enough to keep us alive until Feb’y., when will start for Littleton Island as soon as
sun permits travelling.
A. W. GREELY,
1st Lt. 5 Cav., A. S. O. & Ass’t Commanding Expedition.
Sept. 30th, 1883.
N. side Baird Inlet.

Visit Brevoort Island for maps and records in English cairn. Our party winter
under desperate circumstances, in imminent danger of-starvation, on N. side Baird
Inlet. All well; twenty-five yet in party.

A. W. GREELY,

1st Lt. 5 Cav., A. S. O. & Asst. Commanding Expedition.
Sept. 30, 1883.

N. side Baird Inlet.

Left Lt. Greely’s party at north side Baird Inlet on Oct. 1st., accompanied by one
Eskimo, and arrived at Payer Harbor yesterday, Oct. 5th. Encountered great dif-
ficulty in travelling. Rosse Bay and all its ramifications entirely open and a strait
found opening out to the west of Cocked Hat Island and separating Sabine from main-
land; had to be followed on inside throughout its entire length.

Travelled through thick weather yesterday and did not see cache landed from
wreck of Proteus and mentioned in Lt. Garlington’s notice, but found depot of 240
rations marked by tripod allright. Boat damaged asstated. The cache of clothing
opposite the place has been scattered by the bears. Two bags of hard bread found
with the clothing ; one partly destroyed (also some * * * * ), Ishall now endeavor
“ANIGVS UdVD LV SAACVUNOD SIH ANV ATHIUL) ONINOSAY

 

 

 

  

 

ni

i ih

  

 

 

 
GREELY RELIEF EXPEDITION. 43

to examine the English cache so that we may know what to depend upon, but it is
now a dense fog and the ice not very secure and it is possible I may have to return
to my party without the information regarding the latter cache. It is impossible for
Lt, Greely and party to move with their equipment to this neighborhood until later
in the season, and it is my opinion he will go into winter quarters at his present
position and send for the provisions herein mentioned so soon as Rosse Bay freezes
over.

I take up all records concerning us for Lt. Greely’s information, as I cannot wait
to make copies.

Too cold for further particulars. I start back at once.

GEO. H. RICE,

Signal Corps, Lady Franklin Bay Expedition.
Oct. 6th, 1883.

My party is now permanently encamped on the west side of a small neck of land
which connects the wreck cache cove or bay and the one to its west. Distant about
equally from Cape Sabine and Cocked Hat Island. All well.

A. W. GREELY,

: 1st Lt., &c., Commanding.
Sunday, Oct. 21, 1883. .

A short time after Yewell’s arrival with these records, which es-
tablished the location of Lieutenant Greely and his party, Ensign
Harlow signaled from Stalknecht Island, ‘‘Send five men; I have
found all Greely’s records, instruments, &c.”

After the foregoing records found by Lieutenant Taunt had been
carefully read and understood, the Thetis sounded three long blasts
of her whistle, the signal of general recall.

Up to this moment the steam cutter of the Bear had not yet got
away. She was ordered alongside the Thetis, given a flag, some
pemmican, and bread.

Lieutenant Colwell, of the Bear, was given instructions to proceed
to the Wreck Camp cache, the whereabouts of which he knew, as he
had established it the year before, andif any of the party were alive
to inform them that their relief was close at hand. Atthesame time
he was instructed to administer food with the greatest care until the
surgeons should arrive.

Some half hour later I went on board the Bear and steamed
round to the Wreck Camp cache, distant about five miles from Bre-
voort Island.

The Thetis was left at Payer Harbor with orders to pick up all
parties sent out to examine the cairns, caches, and coast line, and
then to follow the Bear to the Wreck Camp cache.

The ice of Kane Sea was set off the land to the northward about a
quarter of a mile by the strong southerly gale blowing at the time.

The Bear reached the camp about 9.30 p. m., about ten minutes
after the steam cutter. The Thetis arrived at the camp about fifteen
or twenty minutes later than the Bear, and thirty or forty minutes
after the steam cutter.
44 GREELY RELIEF EXPEDITION.

The water about the coast being very deep, the Bear was run close
in towards the beach.

As the steam cutter reached the Wreck Camp cache, Lieutenant
Colwell, Chief Engineer Lowe, and Ice Masters Ash and Norman
discovered Sergeant Long standing on the rocks, above the beach.
Running in tothe shore, and taking him into the cutter, they learned
from him the location of the camp and the number alive. They went
to it to announce to Lieutenant Greely the coming of relief. Chief
Engineer Lowe returned to the steam cutter from the camp, and
brought Long off at once to the Bear, to give me all details of the
party. The others remained on shore with Greely’s party. '

As Long was too weak to get on board himself, he was carried up
the side by the crew and placed on a chair in the saloon. Learning
full particulars from him, after a few moment’s conversation, I went
on shore in the steam cutter immediately with Lieutenant Emory,
Ensign Reynolds, Doctor Ames, and several of the crew of the Bear,
and reached Greely’s camp about 10 p. m.

Lieutenant Colwell informed me that he found the tent covering
the party blown down on them, and that he had partially raised it.
with the assistance of Ash and Norman, and had given the survi-
vors some small bits of bread and pemmican.

Signal was made to the Thetis, soon after coming up, to send more
officers and men with Ensign Harlow, and the photographic instru-
ment; also to send clothing, blankets, and stretchers.

To this signal Chief Engineer Melville, Dr. Green, Lieutenant
Taunt, Lieutenant Lemly, and Ensign Harlow, of the Thetis, and
Lieutenant Usher, of the Bear, responded.

These officers were assigned various duties in connection with the
removal of the living and dead, their effects, &c. The doctors were
left to administer stimulants to Lieutenant Greely, Sergeant Elison,
Sergeant Brainard, Hospital Steward Bierderbick, Sergeant Fred-
ericks, and Private Connell, who were found alive in this wretched
tent. Ensign Harlow photographed the tent, the burying ground
on the ridge, and the winter hut in the hollow near by.

While these things were being done the camp and its surround-
ings were carefully examined.

It was determined at once to remove all the dead for transporta-
tion to the United States.

Lieutenant Emory, of the Bear, was directed to take such officers
as he might deem necessary to exhume the bodies.

This order to exhume the dead included their removal, with all
effects, to the Thetis ; the careful examination of the ice-foot and
vicinity of the camp for records and everything belonging to the
Lady Franklin Bay Expedition. The work was so energetically and
promptly performed that the ships were able to start for Payer Har-
bor about 3. a m. June 23
 

 

 

 

 

 

 
GREELY RELIEF EXPEDITION. Ad

Some time after midnight the surgeon reported the survivors were
so far strengthened by stimulants and food that removal to the ships
was begun ; Lieutenant Greely, Sergeant Brainard, Hospital Steward
Bierderbick, and Private Connell to the Thetis ; Sergeants Freder-
icks and Elison to the Bear.

The gale which had blown all day increased to a hurricane during
the night. Work with boats, therefore, was both difficult and dan-
gerous. With much difficulty the ships were kept head to the wind ;
the frequent squalls often drove them off, broadside to, and while
in such position, without sail, their rails would be driven almost into
the water.

It was in such weather that we were obliged to work to recover the
living and the dead ; and although the shore was at times hardly a
hundred feet away, the boats would nearly swamp in traversing that
short distance.

Lieutenant Greely’s permanent camp, mentioned in his record of
October 21, 1883, was located nearly midway between Cocked Hat
Island and Cape Sabine. It was situated about seventy-five to one
hundred feet back from the beach, on a slight elevation above the
water, and protected by high mountains to the southward.

When reached, the tent was found blown down, but was raised par-
tially by the parties first reaching it. It contained all the survivors
except Long. Soon after Colwell and his party reached the tent
Brainard, Bierderbick, and Fredericks came out, and under their great
excitement and joy insisted that they were strong enough to walk to
the boat. Buta short time was needed to demonstrate how mistaken
they were, for after the strength gained in their excitement had sub-
sided all were carried on stretchers to the boats, except Fredericks,
who was assisted by two strong-armed seamen.

Colwell reported to me on my arrival the condition in which he
had found the tent and the difficulty he had in giving food sparingly,
as directed ; the conversations that had ensued between him and
those rescued ; but to describe the impressive scene inside the raised
tent, on my arrival with Lieutenant Emory and others, is not an easy
task.

Lieutenant Greely was in his sleeping bag, with his body slightly
inclined and resting his head upon his hand. Notwithstanding he
had been told who we were he appeared dazed and asked if we were
not Englishmen. Physically he seemed weakest, except Connell ;
mentally, he appeared more vigorous than the others of his party.
His mind wandered somewhat. His answers to questions appeared
disconnected and at times incoherent ; occasionally he would collect
himself, apparently with some effort, but would soon indicate that
his memory was indistinct. Pausing for a moment, as if reflecting,
he would say, “‘I am so glad to see you,” and almost immediately
afterwards, ‘‘ Those lemons your wife so kindly put up for us,” &c.
46 GREELY RELIEF EXPEDITION.

He had lain for weeks in his sleeping-bag, on account of gradually
failing strength ; was unable to stand alone, and was almost helpless,
except in a sitting posture; all pain of hunger had ceased ; his ap-
pearance was wild; his hair was long and matted; his face and
hands were covered with sooty, thick dirt; his form had wasted al-
most to a skeleton ; his feet and joints were swollen; his eyes were
sunken, and his body scantily covered with dirty and almost worn-
out garments, which had not been changed for six or eight months.

Private Connell’s condition when found was desperate and critical.
He was speechless and was breathing with difficulty. He was cold
almost to his waist. His eyes were fixed and glassy in appearance.
Stimulants were administered by the surgeons after their arrival with
considerable difficulty, although Colwell had ventured to anticipate
them on account of his extreme condition. His heart was pulsating
irregularly; his temperature was quite low, while his face was swollen
beyond recognition. From his eyes and the corners of his mouth
offensive humor was emitting. He was virtually saved from the jaws
of death.

Poor Sergeant Elison was found in his sleeping-bag, in which he
had lain helpless for months, with his hands and feet frozen and
sloughing away. His comrades had secured a spoon to the stump of
his right hand that he might feed himself. Otherwise he was in
better condition than most of the party, from the fact that his com-
panions had doled out to him from their scant allowance of food during
the latter period of greatest distress on account of his complete help-
lessness to add anything to his pittance by hunting about the rocks
for lichens, or by catching shrimps. He suffered less waste of strength
than the others, and if'the rescue had been delayed another forty
hours he would in all likelihood have been the only one left to tell
us the tale.

This case of Elison, under the most desperate circumstances, im-
pressed me as worthy of brave and generous men who had been found
suffering and dying together.

Sergeants Brainard and Fredericks and Hospital Steward Bierder-
bick were all extremely weak and unable to stand without assistance
for any length of time. Such was their condition that they no longer
dared venture away from the immediate vicinity of the camp to seek
food, nor t+ collect lichens or catch shrimps upon which they had to
depend toa great extent to sustain their lives. Like Greely, they
were swollen, and beyond recognition. They were covered with
sooty dirt; had not changed their worn-out clothes nor washed for
eight months.

Sergeant Long’s office of hunter for the starving party had made
it necessary to increase his allowance somewhat over that of the
others to maintain his strength that he might continue to the last his
battle for food and life to the other helpless ones. Yet, in his case,
 

ap Ul pe

Ice JAM

 

 

 

 

NEAR NORTHUMBERLAND ISLAND
GREELY RELIEF EXPEDITION. AT

the effect of continued and anxious effort had told its story in his
wasted form. Shorter and shorter daily journeys were made during
the good weather of that region, while in bad weather, so frequen‘
there, he found his strength unequal to braving winds, storms, and
cold. Like the others, he was giving up the battle, and his strength
was so much impaired when he heard the sound of the joyful recall
signal whistle o. the Thetis that enough only was left to enable him
to stagger out to the rocks overlooking Kane Sea to discover if that
signal proceeded from ships in sight.

His first visit was a bitter disappointment, as he saw nothing. A
second visit, made some fifteen minutes later, under great difficulties,
brought him within 50 yards of the Bear’s steam cutter, and in view
of the relief ships coming around Cape Sabine. When the steam
cutter ran into the beach where Long was seen he walked and rolled
down the ice-covered cliff and was taken into the cutter. He in-
formed Lieutenant Colwell that the location of the camp was just
over the cliff, and that only seven men were alive, including Lieuten-
ant Greely.

The experience of the rescued, gained during the latter part of the
long and desolate winter while watching their dying comrades as
one after another had passed away forever from amongst them, taught
the few remaining that their swollen joints and faces had a signifi-
cance that could not be mistaken. These same symptoms had come
to all of those who were now dead about forty-eight hours before
dissolution. It indicated to the survivors but a short lease of life if
no rescue came, probably not much more than forty-eight hours.

During the last few months the rescued party had survived upon
boiled strips of seal-skin, cut from their sleeping-bags and clothing.
Shrimps boiled with them formed a gelatinous mass of repulsive
substance, that sustained without strengthening them. Supplement-
ing this mass with lichens which grew about the rocks, those rescued
managed to maintain themselves for several weeks, though when
the camp was reached a supply for some forty-eight hours only was
found.

About the camp were strown various articles of cast-off clothing,
broken camp equipage of all sorts, the bow of a boat which had been
used as fuel, and débris of all kinds. Each one, however, had care-
fully wrapped and marked what valuables remained to him aftcr
their desperate struggle. They were to be opened by friends at
home if, perchance, death should come before rescue.

The conditions of the surroundings of this wretched camp were
in keeping with the scenes inside and abont the tent—desperate, des-
olate, and abandoned. The bleak barrenness of the spot, rarely vis-
ited by Arctic fowl or animal; the row of graves on a little ridge a
hundred feet away, with protruding heads and feet of those later
buried, were a sad and silent witness to the daily increasing weak-
48 GREELY RELIEF EXPEDITION.

ness of the little band of survivors; the deserted winter quarters in
the hollow below, with its broken wall, invaded by the water from
the melting snow and ice about it; the dead bodies of two compan-
ions stretched out on the ice-foot that remained ; the wretched apol-
ogy for cooking utensils, improvised by them in their sore distress,
hardly deserving the name ; the scattered and worn-out clothes and
sleeping-bags of the dead; the absence of all food, save a few cups
full of boiled seal-skin scraps; the wild and weird scene of snow,
ice, and glaciers overlooking and overhanging this desolate camp,
completed a picture as startling as it was impressive.

It was more startling and deeply pathetic than I had ever dreamed
could be possible, In beholding it and pondering over what had
taken place about me, the suggestion occurred that if the expedi-
tion’s service had demonstrated any one thing more than another, it
was that an hour had its value to at least one of the rescued party.

From this scene it was necessary to turn to the duty to be per-
formed while the gale was still holding the floe ice off the land.
About 1 p. m. the survivors were sufficiently strong to be carried on
stretchers to the steam and other cutters, and were taken on board
the ships during the fury of the gale. The surgeons and myself ac-
companied them. Lieutenant Emory was left on shore to exhume
the dead and to bring off everything belonging to the expedition
found in or around the camp. I did not return to the camp again.
The dead were buried on a ridge back of the camp, distant from it
perhaps fifty yards.

The bodies of Privates Henry and Schneider were found on the ice-
foot west of the camp, the former distant about fifty, the latter about
one hundred and fifty yards.

In exhuming the bodies, one at a time was taken up and wrapped
in blankets. Tickets or tags of canvas were sowed to them, marked
in the order of exhuming them, 1, 2, 3, &c.

Lieutenant Emory drew a plot of this burying ground, with the
numbers of the graves marked in order of exhuming. This plot was
subsequently submitted to Sergeant Brainard, who had superintended
the burials. The names of the dead corresponding to these numbers
were marked under them. Their identity was complete.

The bodies were carefully wrapped up and stowed in one of the
dories on board the Thetis. They were covered with ice and guarded
until tanks could be prepared to hold alcohol. This was done three
days afterwards, when six of the bodies were transferred to the Bear.
All the bodies were then placed in alcohol in the tanks, and so car-
ried to St. John’s, Newfoundland.

The orders to Lieutenant Emory were carried out with such
promptness and dispatch, that by 3 a. m., June 23, the bodies of all
the dead, as well as all records, instruments, clothing, and relics
found in camp, were on board the Thetis and Bear. Both ships
 

 

 

 

 
GREELY RELIEF EXPEDITION. 49

then steamed back to Payer Harbor, in order to give officers and
men a few hours’ sleep and rest after their hard work and exposure
for the preceding twenty-four hours.

Lieutenant Greely and Sergeant Brainard, being much improved
by 10 a. m., of June 23, informed me officially (the former referring
me to his diary in verification) that seventeen men of the Lady
Franklin Bay Expedition had perished by starvation, and that one
had been drowned while out sealing. The names of the dead, with
date of death, follow:

 

 

 

 

Name. Date of death. Name. Date of death.
Sergeant Cross ................0. January 18, 1884. || Private Whistler................ May 24, 1884.
Frederick Christiansen (Eskimo)*| April 5, 1884. Sergeant Israel.............. -- May 27, 1884.
Sergeant Linn....... ....... .. April 6, 1884. Lieutenant Kislingbury ........ June 1, 1884.
Lieutenant Lockwood........... April 9, 1884. Corporal Salor...............545 June 3, 1854.
Sergeant Rice................... April 9, 1884. Private Henry...............065 June 6, 1864.
Sergeant Jewell ................. April 12, 1884. Doctor Pavy..........:eeeeeeeee June 6, 1884.
Jens Edward (Eskimo)........... April 24, 1884. Private Bender...............-- June 6, 1884.
Private Ellis...................-- May 19, 1884. Sergeant Gardiner ............. June 12, 1884,
Sergeant Ralston ........... 2... May 23, 1884, Private Schneider .............. June 18, 1884.

 

 

* Buried at Godhaven, in compliance with the request of the Inspector of North Greenland.

The bodies of all the dead were recovered except that of Jens
Edward, Eskimo, who was drowned while sealing, and those of Ser-
geant Rice, Corporal Salor, Private Bender, Sergeant Gardiner,
and Doctor Pavy. These bodies, having been buried in the ice-foot,
were swept away by winds and tides before my arrival. No trace
of them could be discovered, although the vicinity was carefully
searched.

At 11 a. m., June 23, I sent Lieutenant Emory, with the Bear,
back to the wreck camp. Lieutenant Sebree, Chief Engineer Mel-
ville, and a number of men from the Thetis were detailed to accom-
pany him in order to make another search more extended than that
of the preceding day, and to include the coast from the ice limit,
half mile west of the camp, up to Cape Sabine. This search lasted
several hours, but added nothing to that made the previous day.
During the Bear’s absence Lieutenant Greely’s records and the
standard pendulum were brought to the Thetis from Stalknecht
Island. ;

About 5 p. m. the Bear returned to Payer Harbor. She barely
escaped the crush of ice against the land in the vicinity of Cape
Sabine. The wind having slacked up, the ice in Kane Sea moved
to the southward.

After the Bear’s return both ships sailed from Payer Harbor to
Littleton Island, passing Baird Inlet, but found all the ice swept out
to sea. We reached Littleton Island about 6.30 p. m., and trans-
ferred six of the dead to the Bear, with instructions to prepare them

H. Mis, 157——4
50 GREELY RELIEF EXPEDITION.
x

for transportation in alcohol to St. Johns, Newfoundland. We
were driven from Payer Harbor by the ice from Kane Sea setting
down outside the harbor.

The tanks having been prepared by June 25, the bodies of the dead
were transferred to them. Dr. Green, Chief Engineer Melville, and
Ensign Harlow, of the Thetis; Dr. Ames, Lieutenant Crosby, and
Lieutenant Colwell, of the Bear, prepared the bodies in the following
manner: From each body the clothing was removed. It was then
wrapped in strips of cotton cloth from head to foot, backwards and
forwards several times. Cotton sheeting was then used to cover the
whole, cut to fit the form of the body. Wrapped in this way, the
body was placed in the tanks and secured against movement when
ramming ice or when rolling in the passage after leaving the ice.
This arrangement was temporary, and would not answer when mak-
ing the passage beyond St. John’s, Newfoundland.

In preparing the bodies of the dead for transportation in alcohol
to St. John’s, Newfoundland, it was found that six of them (Lieu-
tenant Kislingbury, Sergeants Jewell and Ralston, Privates Whist-
ler, Henry, and Ellis) had been cut and the fleshy parts removed to
a greater or less extent with a view no doubt to use as shrimp bait,
All other bodies were found intact.

‘When the bodies of the dead were exposed in preparing them their
identification was found to be complete. Some of them could be
recognized by aid of a picture taken with us from home. Others,
whose features had decayed, were identified by other characteristics.
I am, therefore, satisfied that no mistake was made in this impor-
tant matter, which so impressed us from the beginning.

Both ships remained at Littleton Island until 5.55 a. m., June 24,
to deposit a record in the Nares cairn for Commander Coffin, inform-
ing him of the result of the expedition, and ordering him to Uper-
navik or Disco, where the Thetis and Bear were to await his arrival.
This concluded, and the wind having hauled to the northward, send-
ing the ice down upon the ships, we steamed to Foulke Fiord, until
the ice, moving down Smith’s Sound, obliged us to move southward,
to avoid being caught in the pack.

At 2.35 p. m. both ships started southward towards Northumber-
. land Island, and meeting very heavy ice we attempted to reach a
position on its northern side, but ‘to do so we were obliged to pass
through a field of icebergs for twenty-four miles, packed closely to-
gether. The difficulties of navigating in this mass of ice were much
increased by dense fog and snow. Continuing onward, however,
we arrived about 11.25 p. m., but were beset for the remainder of
that night in the heavy pack between Northumberland and Hakluyt
Islands.

The following morning, June 25, at 10 a. m., the ice opened some-
what, with water spaces here and there. Both ships then succeeded
—— s =

ae ic

Ss a a Ss a. et waa eS ee ~~ oan —
it~ oy, ae aaa ao — ea apt a EON age ate = eae se

 

 
GREELY RELIEF EXPEDITION. 51

in working out of this heavy ice pack around the north side of Hak-
luyt Islands, into a small space of open water on its southwest side.
Here we were detained until 3.30 p. m. before the ice permitted us to
ram our way into open water, under the south side of Northumber-
land Island, where we arrived about 5.30 p. m., when both ships
came to anchor on the edge of a large floe piece. All leads were
closed to the southward across Whale Sound. This position was
much exposed and the ships in much danger should any northerly
movement of the tide set the heavy floes against the south side of
Northumberland Island. The utmost vigilance was necessary to de-
tect the slightest opening in the ice across Whale Sound to effect es-
cape into more open water and toa less exposed situation. At 7.30
p. m. the tide changed, and fortunately there was but little wind.
The opening, as expected, began at this time, and both ships were
pushed into a lead near by, though it required some heavy ramming
for a distance of 6 miles to reach the open water that had made with
the change of tide under the land in the direction of Cape Parry,
where both ships arrived about midnight.

A cairn was erected on the top of Cape Parry, in the most promi-
nent position to be seen in passing north or south. Orders and news
were left in this cairn for Commander Coffin.

At 3a.m., June 26, got under way and steamed towards Wolsten-
holm Island through a narrow lead. Ata point near that island we
fell in with the Dundee whalers Jaen Maen, Esquimaux, Corn-
wallis, Narwhal, Triune, Nova Zembla, and Polynia, and an-
nounced to most of them the news of the rescue of Lieutenant Greely
and six of the Lady Franklin Bay Expedition. This was done in
order that they might not continue on into the dangers of Smith’s
Sound or be led farther north, if they had so intended, in view of
the reward offered by Congress for the rescue of Lieutenant Greely
and his comrades. This was eight days after we had passed Cape
York.

In connection with these splendid sailors of the Dundee fleet I
would state to the Department that they were most cordial to me
during the interval of time when the ice conditions of Melville Bay
kept us together. From them a vast amount of useful information
touching the navigation of this region was obtained, which aided
greatly, and increased my confidence much, in pushing the expedi-
tion into the perils of Melville Bay at that early period of a very
close and unfavorable season. At both Disco and Upernavik the
governors informed me that the season was the closest and severest
for thirty years.

In their behalf I am glad to say that their appreciation of the deso-
late situation of Lieutenant Greely and his party in the Arctic regions
inspired them, as it did us, with a determination to assume any risk
necessary to reach the imperiled party. If the expedition had met
52 GREELY RELIEF EXPEDITION.

with accident some of these noble men would have reached Greely,
though, as the sequel has demonstrated, too late to have saved the
few survivors we had the good fortune to reach in time.

Continuing onward we reached the land ice near Saunders Island
about 9 a. m., June 26, and both ships were secured to it with ice
anchors. On account of avery low barometer, 29.10 inches, and
strong northerly wind then blowing, I remained at this point until
7.30 p. m. in order to avoid being caught in a more exposed position
in the heavy ice floes south of it.

Notwithstanding this low barcmeter the weather continued fine.
Another move was made towards Conical Rock and Cape York. Very
heavy ice was met in passing Cape Athol and the Petowik Glacier.
Towards midnight of the same day the wind hauled suddenly to the
southwest and packed the ice so densely that it was found impossible
to reach Conical Rock. Both ships were, therefore, secured under
the lee of small bergs. Securing this ship in a strong tideway she
collided with a berg and lost a part of her head booms.

At 3.30 a. m., June 27, the iceberg to which the Thetis was fast
pivoted round and exposed the ship to very heavy floe ice driven by
wind and tide up Smith’s Sound.

As the Bear appeared to be more secure under the lee of asteadier
berg the Thetis steamed over and sent a line to her to hold on by.
The wind freshened up and her ice anchors slipped, so that both
ships were obliged to keep under way during the rest of the night,
holding the largest open water space available until a favorable lead
opened toward Conical Rock about 4.30a.m. Steaming through
this lead Interpreter Hans Hansen, Eskimo, of the Bear, bounded
over the rail and attempted to reach the Petowik Glacier by cross-
ing over the ice floes. After an exciting race to cut him off we suc-
ceeded in capturing him an hour afterwards. It was discovered that
he was somewhat out of his mind. He was landed and discharged
at Upernavik at the request of Governor Elberg.

Conical Rock was reached at 7 a. m., and both ships were secured
to grounded bergs on its northside. Orders and news of Lieutenant
Greely’s rescue were left for Commander Coffin in the cairn we had
built in going north.

By 9 a. m. the weather had so much improved that both ships got
under way and steamed through tortuous leads, ramming their way
in a number of instances through the pack ice nearly up to Cape
York, when dense fog, with occasional snow, set in.

Abreast, and to the westward, of Cape York a formidable ice bar-
rier was met, which forced the ships to the westward about 18
miles, in order to gain more advantageous leads. During this de-
tour, in foggy weather and in snow squalls, it was often almost im-
possible to distinguish leads, but aftor some hours of anxious work
 

CoMMANDER G. W. COFFIN, U.S. N., COMMANDER OF THE ALERT.
GREELY RELIEF EXPEDITION. 53

we succeeded in working our way back into open water to the east-
ward of Cape York, near the Bushnan Islands. The Thetis during
the fog brought up solidly at 10 p. m. against the land ice in a bight,
and ran half her length on to the ice.

As no advantage was to be gained by searching for favorable leads
in such weather, both ships were secured to the land ice to await the
clearing up. Surgeon Green reported to me that Elison’s mental
condition was unfavorable and gave him serious apprehensions.

During the night the wind hauled to the eastward, though very
light. The weather cleared sufficiently by 9 a. m., June 28, to en-
able us to see open water to the southward of our position in the
vicinity of the grounded McClintock bergs, which lie some 30 miles
southeast of Cape York. Both ships got under way and steamed to
the southward, but changing tide and freshening wind from south-
ward obliged me to secure both ships, at 1 p. m., to the land ice be-
tween two enormous icebergs to await a favorable opening in the
ice. We were detained at this point until 7 a. m., of June 29, before
the wind had died away sufficiently to allow the ice to slack. Both
ships then got under way and were driven eastward under full speed,
in order to gain every inch, for it was evident that unlessthe utmost
vigilance was maintained, to take advantage of every favorable
condition, we should have to encounter the same difficulties, the same
anxieties, and the same perils in recrossing Melville Bay that had
been encountered in working north. Ata number of points where
it was important to break through into the open water along the land
ice the ships were driven at high speed, and in every instance suc-
ceeded, though it demanded much caution to avoid serious injury.
At 11 p. m. we had gained about 80 miles to the eastward, and, find-
ing all leads to the southward closed, both ships were secured to the
land ice in anarrow canal of open water, which the closing floes had
left as a dock. Before securing them for the night it was attempted
with the Thetis to ram a way out at full speed, but the ship came
up solidly as against a wall of granite and knocked down every one
about decks. I was nearly thrown from the ‘‘crow’s nest” by the
shock, The ship rebounded some twenty feet. The barrier was
found to be impassable.

The wind being light from the westward and hauling to the east-
ward, at 3.30 a. m., June 30, both ships got under way again and
steamed through an open lead for a distance of five or six miles,
passing scores of enormous icebergs. Some heavier ice was fallen
in with and both ships were obliged, at intervals, to ram their way
from lead to lead. Working thus until about 10 a. m., amid heavy
floe ice and pieces of broken icebergs, the Thetis was beset near a
cluster of icebergs. Attempting to free her by backing to gain more
room to charge the floes ahead, her injured rudder-head was twisted
54 GREELY RELIEF EXPEDITION.

off by collision with smaller floes closing in astern of the ship.
This new damage was repaired in about two hours by Lieutenant
Sebree, and both ships continued their way towards the Devil’s
Thumb and the Sugar Loaf Mountain, prominent points of depart-
ure in crossing Melville Bay. Near the latter point the Alert and
Loch Garry were fallen in with about, 7.30 p. m., beset in the ice
pack. The Thetis and Bear broke their way up and released them,
Orders were given Commander Coffin and Ensign Chambers, of the
Loch Garry, to follow the Thetis and Bear, in line ahead. By 9
p. m. all leads to the southward had closed up under the influence
of the flood tide and a southerly wind. Dense fog soon obliged all
vessels to come to with ice anchors to a large ice floe to await clear-
ing weather. :
Commander Coffin reported on board and delivered our mail. He
informed me that he had sailed from New York May 10, and had
reached St. John’s May 19, in obedience to the following orders :

U.S. 8. THETIS,
Navy-Yard, New York, April 30, 1884.

Sir: The Alert being one of the vessels of the expedition of 1884 for the relief of
Lieutenant Greely, at Lady Franklin Bay, you will take on board, with the utmost
dispatch, the stores and other equipments now ready, and proceed with her under
your command, at the earliest moment to St. John’s, Newfoundland, thence to God-
haven, Upernavik, and Littleton Islands, on the west coast of Greenland.

Your stay at St. John’s will be limited to the time necessary to replace the coal
used in making the passage, and to receive two pairs of seal-skin boots and one Elsi-
nore cap for each person on board; at Godhaven and Upernavik to communicate
with the Danish authorities for information as to the movements of the advance
vessels, and to procure an Esquimaux interpreter, whom you will probably find
awaiting your arrival. Thence you will proceed to Littleton Island, at the entrance
to Smith’s Sound, touching en route at Conical Island, Cape Parry, and Cape Alex-
ander, where you will find cairns erected containing information for your guidance.

Should you find, on your arrival at Littleton Island, which ought to be about the
last week in June (if practicable), the Thetis and Bear absent to the northward, you
will organize a sledge party, consisting of at least eight persons, with provisions for
forty or fifty days, instructing the officer in charge to search the east coast of Kane
Basin to the vicinity of Humboldt Glacier, for information regarding Lieutenant
Greely or any of his party, and to return by September 1, at the latest.

This done you will proceed with the Alert to Foulke Fiord, distant some 4 or 5
miles, where you will land and erect the house provided at New York for the pur-
pose, storing in it all the provisions possible, leaving in your vessel only enough to
enable you to reach New York; land about 40 tons of coal, and place in charge of
one officer and two men, furnishing them with three guns, 2,000 rounds of amuni-
tion, one whale boat, and White’s steam cutter, fully equipped.

To facilitate the erection of the house drawings will be furnished you, in which
every timber is marked and showing how each is to be placed, and to avoid con-
fusion you will confer, together with your executive officer and carpenter, with the
constructor at the yard for explanation of the same.

At Foulke Fiord you will probably find a transport coal steamer; from her you
will take what coal may remain of the 500 tons carried for the ships of the expedi-
tion, after landing the 40 tons for the use of the house.
 

 

 

| ' i
| | | | | | ll

HH

HII

|
i

|
|

|
Hi
Lu

a

J
A ay |

 

 

 
GREELY RELIEF EXPEDITION. 55

This steamer will have on board an officer and two seamen of the Navy, and when
ever in your judgment it shall be safest to do so, you will order her return to St.
John’s, Newfoundland, with dispatch, giving written instructions to the naval offi-
cer on board to report his arrival at that port to the Secretary of the Navy.

During your stay at Foulke Fiord, which should continue until about September
10, you will keep a vigilant lookout to the northward for signals from the advance
ships ; should nothing be observed of them from Littleton Island by the date indi-
cated, you will proceed with your ship to Cape Sabine to make further observations
for signals, thence south to Upernavik or Disco, stopping at Cape Alexander, Cape
Parry, and Conical Island to leave record of your movements.

At Upernavik or Disco, as may be most favorable, you will remain until about
September 25 for possible news from the advance ships; thence you will proceed to
St. John’s, Newfoundland, reporting your arrival to the Secretary of the Navy, and
making a detailed report of all that concerns your doings and those of the advance
ships, so far as they may be known to you.

The region over which you are to pass after leaving the latitude of Cape Farewell
is not accurately surveyed, so that its safe navigation will depend much upon your
judgment and vigilance ; should your cruise, therefore, enable you to add to the
accuracy of the charts, or to increase our information as to its hydrography, it is
desired that you will avail yourself of all opportunity for doing so.

From the outset of your cruise you will maintain the strictest vigilance over the
navigation of your ship, and you will prescribe such inspections of her, day and
night, as will guard against casualty from fire. When the region of ice shall have
been reached, you will keep at least sixty days’ rations where they can be most
easily reached in the event of a nip or the abandonment of the ship.

“Fire quarters” and ‘‘abandoning ship” will be your only exercises, and they
will be frequently practiced ; the rubber knapsack provided must be kept packed
with a complete shift of clothes and kept hanging in the quarters of officers and
men, so as to be easily reached in case of emergency.

It is hoped that your departure from New York will not be later than May 10, in
order that you may reach Littleton Island not later than June 25, to carry out the
instructions directed at that point and at Foulke Fiord.

Should you leave the party at the depot to be established at the latter place, you
will direct them to set up the instruments sent you by the Chief Signal Officer of
the Army and to make the observations requested by him, to be recorded on the
forms transmitted with the instruments.

The signals from the advance ships will be by heliographic instruments, and the
code used in the Army known as ‘‘ Meyer’s system ” will be followed.

Direct the surgeon of your vessel to take charge of the expenditure and account
of all provisions and clothing in accordance with established forms, and direct him
to make out a daily bill of fare for officers and men.

Use the strictest economy in the expenditure-of coal and direct your chief en-
gineer to weigh accurately, each day, the amount used by the engine and by the
stoves. :

Money will be furnished you before leaving New York to defray necessary ex-
penses after sailing ; in all expenditures of it you will execute triplicate vouchers,
forwarding originals and duplicates from St. John’s to the paymaster of the Co'rr1do
at New York, and retain the triplicates on board. The commercial code of signals
will be used, instead of the Navy code, in all flag signals between the ships; for dis-
tant signaling the heliographic signals will be used.

Before leaving New York and St. John’s you will institute a strict medical ex-
amination of your crew, and any men found disqualified will be returned to the
receiving ship Co" rado.

Transmit a complete muster-roll of your crew, before sailing, to the Bureau of
56 GREELY RELIEF EXPEDITION.

Equipment and Recuiting, and a list of your officers to the Bureau of Navigation ;
report also any changes which may take place in either at St. John’s.

Wishing you a pleasant cruise, Iam,

Very respectfully, your obedient servant,
W.S. SCHLEY, Commander, U. S. N.,
Commanding Greely Relief Expedition.
Commander GEORGE W. CoFFIN,
Commanding U. 8. 8. Alert,
Greely Relief Expedition.

He had stowed on the spar deck of the Alert the two houses in-
tended as winter quarters at Foulke Fiord, where it was intended to
maintain a supply of stores upon which to fall back if disaster should
overtake the advance ships. Of provisions and clothing he had a
full two years’ supply.

The Alert sailed from St. John’s May 22, and reached Godhaven
June 5, having fallen in with drift and floe ice near the latitude of
Cape Farewell. During this passage she had the usual bad weather
of the higher latitudes, but was not delayed by the ice until within
4 or 5 miles of Godhaven, where it was met too thick to yield to her
poor ramming power.

While at Disco Commander Coffin took on board twenty-five Es-
quimaux dogs, purchased by the Inspector in accordance with Lieu-
tenant Garlington’s order, and engaged for the cruise Nils Jensen, as
dog driver.

While at Godhaven the Alert’s crew were exercised at ‘‘abandon-
ing ship;” on such occasions every person was landed on the ice and
her boats hauled out with thirty days’ provisions. Practice was also
had with torpedoes and ice tools during the necessary delay in this
port until June 9, when she got under way for Upernavik. Finding
the drift ice from Waigat Straits had closed the land water for a
distance of 12 or 15 miles off-shore, the Alert was obliged to battle
for five hours with it to gain open water.

From Disco to Upernavik the Alert had much the same weather
and experience as the Thetis and Bear. Her way was through dan-
gerous leads and past heavy icebergs; the difficulty of the ordinary
navigation of this region was increased by fogs and snow storms.
Some slight changes in the ice gave her the choice of a route closer
to the land beyond Omenak Fiord. She arrived at Upernavik near
midnight June 13.

The Loch Garry was found at Upernavik awaiting the arrival of
the Alert, but as she was a simple iron vessel not fitted for navigating
in heavy ice Commander Coffin was obliged to delay his departure
until the conditions of the ice north were more favorable to the col-
lier’s safe passage.

The delay at Upernavik enabled the Alert to fill her bunkers and
to take a quantity of coal on her deck as a precaution against disaster
‘MIAVNUGdQ AO saTisg

 

 

 
 
' GREELY RELIEF EXPEDITION. 57

to the collier. Commander Coffin would have been able to leave
from his ship a full amount at Foulke Fiord with the house.

The Alert and Loch Garry sailed from Upernavik June 19, meet-
ing with much difficulty from heavy ice, but succeeded in reaching
the Berry Islands, where all leads had closed. The larger floes and
heavier ice obliged them to come to with ice anchors to await a move-
ment of the ice. June 24 a southwest gale sprang up and made it
advisable to cut a dock for the Loch Garry after the plan of that de-
scribed by Commander Markham.

Two hours finished the work and the docking of the ships. The
ice was about 4 feet thick.

The gale ceased June 25, and both ships took advantage of the op-
portunity to work north, following the inshore leads past Horse’s
Head, Cape Shackelton, Baffin and Duck Islands until up with the
Sugar Loaf, where solid ice again stopped them. During the 26th
and 27th the Alert worked continuously day and night to gain only
8 miles. She reached latitude 74° 30’ N., and was within the dan-
gerous navigation of Melville Bay.

At this point the Thetis and Bear, returning across Melville Bay,
came up with the Alert and Loch Garry. Their movements from
this point to Upernavik are the same as those of the Thetis and. Bear.

The Alert having so much less engine power than either of the
other ships, Commander Coffin was obliged to resort to docks to avoid
nips, or to torpedoes to open the ice, or to leave it when beset. Such
difficulties were usually rammed by the Thetis and Bear, with their
greater power. Commander Coffin was obliged to move with greater
caution on account of the Loch Garry, and was forced on several oc-
casions to return, after passing into leads, to free the collier when
caught by rapidly closing floes. This occasioned him much anxiety
and was a cause of much delay.

Considering the thickness of the ice at the point where we found
him, I was surprised that Commander Coffin had advanced so far.
The excellent judgment he displayed in reaching so advanced a posi-
tion at such an early period of a close season, delayed as he was by
the collier, deserves much commendation.

On the morning of July 1 the ships got under way, Thetvs leading,
Loch Garry following; the Bear and Alert in line astern, to follow
a lead inshore which appeared to extend, after considerable winding,
as far as Duck Islands. Numerous icebergs were lying in our way,
so close to each other that passage between them was somewhat diffi-
cult and dangerous in fine weather, but as a dense fog shut down on
us while working past them the speed of the vessels was reduced to
about 14 knots, and fog signals were sounded frequently to indicate
position. Feeling our way through this danger, the ships often got
into close proximity to icebergs of great size before discovering them,
58 GREELY RELIEF EXPEDITION.

but later in the morning the squadron came up to the edge of a large
floe and were secured to it with ice anchors to await clearing weather.

By 4 p. m. the wind shifted to the eastward and the fog lifted. All
conditions being favorable the ships got under way in line, Thetis
leading, the Bear following to break through into leads toward the
Duck Islands. Near these islands the Alert and Loch Garry were
caught by the floes closing up rapidly after the Thetis and Bear had
passed through. It was necessary, therefore, to return several times
with the Thetis and Bear to break again the floe ice in order to re-
lease the other vessels.

These difficulties overcome, the expedition continued southward,
with occasional interruptions, past the Baffin Islands, Cape Shack-
elton, Horse’s Head, and the Wedge Islands off Tassuisak. In the
latter vicinity considerable floe ice was met, that gave some trouble
to work through. Its character was found much changed, however;
the floe pieces were smaller and the toughness experienced when
going north, a few weeks earlier, had disappeared to a great extent;
all of ityieldedtoramming. At2a. m., July 2, the ships had reached
the vicinity of the Berry Islands.

As we were approaching a region where hidden dangers abounded,
signal was made to the ships to reduce speed to 2 knots per hour and
to station extra lookouts for rocks, and to follow in wake of the Thetis.
To avoid these dangers the commanding officers were piloting from
the ‘crows’ nests;” the officers of the deck kept their watch in the
tops, and lookouts were stationed on the jib-boom ends.

About the Berry Islands, a very dangerous region of this coast, the
ice was found jammed in against the land, leaving a narrow lead
among the rocks off the island. The Thetis and the Loch Garry
avoided all dangers; the Bear (following nearly as possible in their
wake) ran upon a sunken rock, striking on her keel. She hung for
a half hour, until pulled off by the Alert and Thetis about 4 a. m.
The Bear sustained but little injury; her usual leak was not increased.
Her commanding and other officers were constantly mentioned for
their vigilance and care of the ship. The grounding on this last occa-
sion could not be attributed to any lack of watchfulness. The rock
lay fifteen feet under water and must have been passed very “close
to” by the Thetis. From this point to Upernavik there are numerous
unknown rocks; to avoid them we maintained constant watchfulness
and slow speed. This whole coast is unknown and illy surveyed; the
small scale of the charts we had did not permit one-half the rocks
which abound there to be placed on them.

Reaching the Brown Islands, north of Upernavik, signal was made
to the Alert to proceed to Disco with the Loch Garry under convoy,
and to await there the arrival of the Thetis and Bear; during the
interval to transfer the houses from her deck to the Loch Garry for
transportation to St. John’s.
 

 

 

 

Loose FLog-1cE orF HARE ISLAND.

 
GREELY RELIEF EXPEDITION. 59

The Thetis and Bear continued on to Upernavik and arrived there
about 10 a. m., July 2, anchoring in the outer harbor. The Bear,
needing most coal, took on board the 60 tons landed from the Loch
Garry. During my stay a strong gale sprung up from southwest,
driving both ships from their moorings; much anxiety and trouble
was occasioned to secure them in the deep water and bad anchorage
of the outer port. The Danish harbor being filled with icebergs was
inaccessible. During the gale the Thetis was secured to a grounded
iceberg, which later in the day capsized. In bringing her up she lost
an anchor and thirty fathoms of chain in water too deep to allow
sweeping for it. The Bear was driven from her moorings and was
exposed to imminent peril. She was extricated by great skill and good
seamanship of her commanding officer.

At the request of Governor Elberg, of Upernavik, Hans Hansen,
dog driver of the Bear, was paid off, discharged, and landed at that
place. Most of the dogs of the Thetis were landed at Upernavik, as
they could not live in the warmer climate of the United States.

The Bear having finished coaling by 6 p. m., of July 3, both ships
got under way for Disco. Standing out the harbor the ships were
saluted by Governor Elberg. Having no guns on board we returned
it by dipping colors and sounding whistles.

Following a route indicated by the governor to be clear of dangers
the Thetis touched a rock; her speed was so slow at the time that
she sustained no injury.

Clearing this harbor, course was shaped for Disco, in a wide lead of
water extending well off-shore. From Svarten Huk south occasional
floe ice was met, with numerous imbedded icebergs; their number
had not diminished since our passage north, but they were easily
avoided in the clear weather we had going south.

The ships passed from dangerous ice regions on July 2. From the
time of entering (May 19) until we left the ice there was not a
moment when the ships were out of danger. The most unceasing
vigilance was necessary to avoid danlane, or to take advantage of
opening leads to advance.

‘Much of my time, as well as that of the energetic commanders of
the other ships, was spent in the “‘crows’ nests;” in many instances
we passed sixteen to twenty hours in them on the lookout, or in navi-
gating leads. The anxiety and great responsibility of this period
cannot be understood properly without experience in these danger-
ous regions. The labor and anxiety would almost break one down,
but it was never forgotten that Greely and his party were in peril.
The confidence of our countrymen, the remembrance of their God-
speed, and the interest you took in the expedition encouraged us
when difficulties increased. The struggle with ice from 3 to 7 feet
thick was constant and furious for 1,300 miles to reach and rescue
60 GREELY RELIEF EXPEDITION.

the survivors of the Lady Franklin Bay Expedition and to bring
them home.

After passing the Waigat Straits the wind, which had been north-
erly, hauled to southwest and increased on July 4 to a moderate gale,
with snow during most of the day.

At 12 m. the national colors were displayed at the peak and mast-
head of both ships for one hour in celebration of our Independence
Day.

We reached Godhaven at 3.35 a. m. July 5, and found the Alert
and Loch Garry in port. The latter vessel was hauled alongside the
Thetis, and about 70 tons of coal were hoisted on board. A similar
amount was taken by the Bear. Soon after our arrival Surgeon
Green reported that Ellison’s condition was extremely critical, and
that his only chance lay in amputation of his frozen limbs, which
was soon after performed. His system being too much depleted by
exposure and hardships of the three past years, he died at 3.30 a. m.
of the 8th, apparently without suffering.

The rudder of the Thetis, which had been damaged in the ice
crossing Melville Bay, was unshipped and the spare rudder shipped
in two hours. Its condition was too uncertain to venture outside.

The civil authorities were called upon and their views requested
as to the disposition of the remains of Frederick Christiansen, Es-
kimo, one of the Lady Franklin Bay Expedition, who perished at
Cape Sabine. Inspector Anderson officially requested the burial of
the remains in their cemetery at Godhavert The body being on
board the Bear, Lieutenant Emory was directed to have a casket
made for the remains. At3 p.m. July 7 the remains were landed
and conveyed to the little chapel by six seamen of the Thetis, Bear,
and Alert, and followed by nine officers and sixteen men. The re-
mains were received by the inspector and governor at the chapel;
services were performed over them by a native minister, after which
they were carried to their little cemetery and laid away in peace for-
ever.

During our stay in Greenland we were assisted in every way by
the inspector of North Greenland and the governors of Godhaven,
Upernavik, and Tassuisak. These gentlemen were unremitting in
their politeness and assistance to the expedition. Inspector Ander-
son informed me that the detention of the Danish supply vessel be-
yond her usual time of arrival had reduced their supply of food so
much that he was afraid they would be in want before her arrival.
Under these circumstances I directed Lieutenant Emory to land
some two hundred rations of bread, meat, and soups.

The engine of the Alert needing some repairs, the expedition was
detained at Godhaven until 6.30 a. m. July 9, when we sailed for
St. John’s, the Alert in tow of the Loch Garry.

Excellent weather was experienced, and but’ little ice was fallen
 

 

 

Be ONY ee

 

Eskimo Hurt.
GREELY RELIEF EXPEDITION, 61

in with for several days, but when in the vicinity of the Funk Isl-
ands, on the coast of Labrador, north of St. John’s, a fresh southeast
gale sprung up and continued during the night of July 15, with thick
fog and quite a heavy sea.

The Loch Garry labored so much during the morning with the
increasing sea, she cast off the Alert and tpok position astern of
Thetis, six cables distant; the other ships keeping in position on
starboard and port quarters, three cables distant.

The wind and sea increased very much during the night, and our
position under these circumstances being somewhat nearer to the
Funk Islands than was prudent, the course was changed more off-
shore and speed reduced to two knots, to enable the Alert to main-
tain her position. At 2.30 a. m, her lights were lost sight of in the
thick fog; when daylight came, nothing could be seen of her. The
three ships stood on under low speed for the appointed rendezvous,
25 miles northeast of Cape Spear, but, thick weather continuing, it
was deemed useless to remain there; accordingly, course was shaped
for St. John’s, where the Thetis, Bear, and Loch Garry arrived at
9a.m.July 17. The following telegram was sent to you:

[Telegram.]
St. Jonn’s, N. F., July 17, 1884,
Hon. W. E. CHANDLER,
Secretary of the Navy, Washington, D. C.

Thetis, Bear, and Loch Garry arrived here to-day from West Greenland, all well,
separated in gale from Alert yesterday 150 miles north. At 10 p. m. June 22, five
miles west of Cape Sabine, in Smith’s Sound, Thetis and Bear rescued alive Lieut.
A. W. Greely, Sergeant Brainard, Sergeant Fredericks, Sergeant Long, Hospital
Steward Bierderbick, Sergeant Elison, and Private Connell, the only survivors of
the Lady Franklin Bay Expedition.

Sergeant Elison had lost both hands and feet by frost bite and died at Godhaven
July 8, three days after amputation, which had become imperative. Seventeen of
the twenty-five persons composing the expedition perished by starvation at the
point where found; one was drowned while sealing to procure food; twelve bodies
of the dead were recovered and are now on board Thetis and Bear. One Eskimo,
Frederick, was buried at Disco, in accordance with desire of the inspector of North
Greenland. Five bodies buried in ice-foot near the camp were swept away to sea
by winds and currents before my arrival and could not be recovered. Names of
dead recovered, with date of death, follows: Sergeant Cross, January 18, 1884;
Frederick, Eskimo, April 5; Sergeant Linn, April 6; Lieutenant Lockwood, April
9; Sergeant Jewell, April 12; Private Ellis, May 19; Sergeant Ralston, May 23; Pri-
vate Whisler, May 24; Sergeant Israel, May 27; Lieutenant Kislingbury, June 1;
Private Henry, June 6; Private Schneider, June 18. Names of dead buried in the ice-
foot, with date of death whose bodies were not recovered, follows: Sergeant Rice,
April 9, 1884; Corporal Salor, June 3; Private Bender, June 6; Acting Assistant Sur-
geon Pavy, June 6; Sergeant Gardiner, June 12; drowned by breaking through newly
formed ice, while sealing, Jens Edwards, Eskimo, April 24. I would urgently sug-
gest that bodies now on board be placed in metallic cases here for safer and better
transportation in a sea-way ; this appears to me imperative.

Greely abandoned Fort Conger August 9, 1883, reached Baird Inlet September
29, following, with party all well. Abandoned all his boats and was adrift for thirty
62 GREELY RELIEF EXPEDITION.

days on ice floe in Smith’s Sound. His permanent camp was established October
21, 1883, at point where he was found.

During nine months this party had to live upon a scant allowance of food brought
from Fort Conger; that cached at Payer Harbor and Cape Isabella by Sir George
Nares in 1875, but found much damaged by lapse of time ; that cached by Beebe at
Cape Sabine in 1882, and the small amount saved from the wreck of Proteus in
1883, and landed by Lieutenants Garlington and Colwell on beach where Greely’s
party was found camped. When these provisions were consumed the party was
forced to live upon boiled seal-skin strips cut from their seal-skin clothing, lichens
and shrimps procured in good weather when they were strong enough to make exer-
tion. As 1,300 shrimps were required to fill a gill measure, the labor was too ex-
hausting to depend upon them to sustain life entirely. .

Channel between Cape Sabine and Littleton Island did not close, on account of
violent gales, all winter, so that 240 rations at latter point could not be reached.
All Greely’s records and all instruments brought by him from Fort Conger are re-
covered and on board.

From Hare Island to Smith’s Sound I had a constant and furious struggle with
ice. Impassable floes and solid barriers were overcome by watchfulness and pa-
tience, no opportunity to advance a mile escaped me, and for several hundred miles
the ships were forced to ram their way froin lead to lead through ice ranging in
thickne:s from three to seven feet, and where rafted much greater.

Thetis and Bear reached Cape York June 18, after passage of twenty-one days

n Melville Bay, with two advance ships of the Dundee whaling fleet, and continued
to Cape Sabine. Returning seven days later fell in with seven others of the fleet
off Wolstenholm Island and announced Greely’s rescue to them, that they might
not be délayed from their fishing grounds nor be tempted into the dangers of Smith’s
Sound in view of the reward of $25,000 offered by Congress.

Returning across Melville Bay fell in with the Alert and Loch Garry off Devil's
Thumb, struggling through heavy ice. Commander Coffin did admirably to get
along so far with transport in the season before an opening had occurred, JLieuten-
ant Emory, with the Bear, has supported me throughout with great skillfulness and
unflinching readiness in accomplishing the great duty of relieving Greely. I would
ask instructions about Loch Garry, as the charter-party held by her master differs
in several important particulars from mine.

Greely party are much improved in health since rescue, but was critical in ex-
treme when found and for several days after. Forty-eight hours delay in reaching
them would have been fatal to all now living. Season north is late and closest for
years. Smith’s Sound was not open when I left Cape Sabine. Winter about Mel-
ville Bay most severe for thirty years.

This great result is entirely due to the prompt action and unwearied energy of
yourself and Secretary of War in fitting this expedition for the work it has had
the honor to accomplish. -

W.S. SCHLEY, Commander.

Your reply with that of the Acting Secretary, Rear Admiral
Nichols, as follows, were received and read to the officers and crew
at muster :

{Telegram.]

West Point, N. Y., July 17, 1884.
Commander W. S. ScHLEY:

Receive my congratulations and thanks for yourself and your whole command
for your prudence, perseverance, and courage in reaching our dead and dying coun-
trymen, The hearts of the American people go out with great affection to Lieuten-
 

 

|
IW AI

 

 
GREELY RELIEF EXPEDITION. 63

ant Greely and the few survivors of his deadly peril. Care for them unremittingly
and bid them be cheerful and hopeful on account of what life yet has in store for
them. Preserve tenderly the remains of the heroic dead; prepare them according
to your judgment and bring them home.
W. E. CHANDLER,
Secretary of the Navy.

Navy DEPARTMENT,

Washington, D. C., July 17, 1884.
Commander ScHLEY, Steamer Thetis :

Use your discretion about care and transportation of bodies. Report by wire
when ready to sail for New York. Department sends most hearty congratulations
to yourself, officers, and men.

E. T. NICHOLS,
Acting Secretary of the Navy.

These telegrams expressing the Department’s approval of our ac-
tion, the following general order was read on board each vessel to
the officers and crews at muster:

(General Order.]
U.S. S. THETIs,
St. John’s, N. F., July 19, 1884.

The object for which this expedition was fitted out having been successfully ac-
complished and approved by the honorable Secretary of the Navy, the command-
ing officer avails himself of the opportunity to join his thanks, congratulations, and
obligations to those of his superiors.

Greely’s relief was made possible, first, by the promptest activity and unwearied
energy of the honorable Secretary of the Navy and honorable Secretary of War;
secondly, by the unceasing vigilance and readiness of officers and men, their alac-
rity in responding to orders, their cheerfulness at all times, day or night, in the
performance of the duties which demanded promptness, endurance, and courage.

My confidence grew daily in noting that the spirit of those who fitted this expe-
dition had been caught up by the officers and men, who were to use it to accomplish
its important duty.

Commanding officers will please read this at general muster.

W.S. SCHLEY,
Commander, Commanding.

The Alert arrived at 6 p.m., July 18. The following telegram was
received from Rear-Admiral Nichols, Acting Secretary, July 19, re-
garding movements of steamer Loch Garry: :

(Telegram.]

: _  Wasuineton, D. C., July 19, 1884.
Commander ScCHLEY, St. John’s, Newfoundland :

Owners of Loch Garry are willing she should be delivered at New York.

As soon as you have taken out all coal, you will dispatch her at once to the navy-
yard, New York, with lumber and house on board. If you deem it advisable, send
another officer in her ; time is an important element.

NICHOLS, Acting Secretary.

In obedience to which she was dispatched to New York at 12 m.,
July 21. Ensign Chambers, who was placed on board her to rep-
64 GREELY RELIEF EXPEDITION.

resent the Government interests throughout her employment, was
instructed to report her arrival to the commandant of the New York
navy-yard.

The great change of temperature, and the possibility of bad
weather from St. John’s, suggested the importance of transporting
the bodies of the dead in metallic cases. As soon, therefore, as your
authority was received the caskets were ordered and made of boiler-
iron with air-tight tops, fitted with handles, painted black, and each
surmounted by a silver plate, bearing the name and date of death of
the body inclosed.

The week of rest, occasioned by the delay in making these burial
cases, was most grateful to officers and men of the expedition after
their hard work and exposure in the Arctic regions.

Duting our stay at St. John’s we were the recipients of much cour-
tesy and attention from the Queen’s representatives, Sir John and
Lady Glover, as well as from other distinguished residents of the city.

I would refer with much pleasure to the valuable assistance and
attention of Mr. Thomas N. Molloy, the United States consul at St.
John’s; he was always energetic and untiring in furthering the in-
terests of the expedition; his acquaintance with the requirements of
Arctic expeditions gave him great advantage in assisting us.

The dogs which he obtained for the expedition were generally fine
aninals. ,

The caskets having been delivered on the afternoon of July 25,
the dead were transferred to them at once. The Thetis, Bear, and
Alert sailed from St. John’s Saturday, July 26, at 10 a. m., for Ports-
mouth, N. H., as indicated in the following telegrams :

[Telegram.]
PORTSMOUTH, N. H., July 25, 1884.
Commander W. 8S. SCHLEY, “
St. John’s, Newfoundland :

If possible, name the day on the morning of which you can enter Portsmouth
Harbor; Saturday, August 2,or Monday 4, appropriate; answer quick to me at Ports-
mouth.

W. E. CHANDLER,
Secretary of the Navy.

[Telegram.]
U.S. S. THETIS,

St. John’s, N. F., Jul :
Hon. W. E. CHANDLER, 2 pope

Secretary of the Navy, Portsmouth, N. H.:

Will sail to-morrow at 10 a. m., and will reach Portsmouth Saturday, August 2,
unless detained by fog or contrary gales. Alert is so slow that no calculation can
be made upon her speed, if contrary winds are met. Will tow her if practicable.
Dead of this ship are now in their caskets; those on board Bear will be to-night, as
soon as caskets are delivered. There will be quite a demonstration here to-morrow
when we sail, Lieutenant Greely’s party much improved.

W. 8. SCHLEY, Commander,
“SYOAIAUNS AHL ANV dIHS ATITAY AHL AO SYMdUAOQ AHL

ay

 

 
GREELY RELIEF EXPEDITION. 65

We were accompanied out of the harbor of St. John’s by a fleet of
steamers, with colors at half-mast, carrying a large number of citi-
zens, who adopted this manner of testifying their respect for the
rescued, their appreciation of our work, and their sympathy for the
dead.

The speed of the vessels was regulated to reach our destination on
the 2dof August. Fair winds and unusually favorable currents, that
were not to be expected at this season, prevailed throughout the pas-
sage and forced the ships ahead so much that a day was gained, so
that we arrived at 9 a. m., August 1, at Portsmouth, N. H.

The sailing order observed was the same as that prescribed in
leaving Godhaven, the Thetis leading, with the Alert and Bear on
the starboard and port quarters, distant three cables. :

Arriving at Portsmouth the relief ships were received by the North
Atlantic Fleet, under Rear-Admiral Luce, dressed as for a holiday.

As each ship approached her anchorage she was received with
cheers by the ships of the fleet. When the relief ships had anchored
their commanding officers proceeded on board the flagship Tennessee
to pay their respects to the Secretary of the Navy, in accordance with
Rear-Admiral Luce’s instructions following :

Norra ATLANTIC STATION.

OFFICIAL MEMORANDUM REGARDING THE PARTICIPATION OF THE NAVAL CONTIGENT
IN THE RECEPTION OF THE ARCTIC RELIEF SHIPS.

(1) One of the vessels of this squadron will be detailed to cruise off the mouth of
the harbor to obtain the earliest intelligence of the approach of the three relief Bhine:
Thetis, Bear, and Alert.

(2) If on their approach their colors should be at half-mast, they are to be dignatod
to masthead. A copy of this memorandum will then be furnished to the com-
manding officers of each relief ship.

(3) The relief ships, accompanied by the lookout ship, will enter the harbor at
11 o’clock a. m., Saturday, August 2, 1884; the former taking up their berths at
discretion on fie outer limits of Pepperell Cove, to the eastward of the flagship, the
latter taking her previous berth.

(4) The ships lying in the roads will be dressed with the national colors at each
masthead and Sunday colors at the peak.

(5) As the relief ships near the anchorage the rigging of all the ships in the
roads will be manned, and the crew of each ship will give three cheers as the relief
ships pass.

(6) No persons will be allowed to go on board the relief ships except the relatives
of Lieutenant Greely, and of the survivors of his party, until further notice.

(7) Immediately after anchoring the commanders of the Thetis, Bear, and Alert
will repair on board the Tennessee and pay their respects to the honorable Secre-
tary of the Navy and the commander-in-chief of the North Atlantic Station. The
officers of the relief ships will follow in boats provided by the squadron.

(8) When the officers return to their ships, the honorable Secretary and the com-
mander-in-chief will visit the Thetis, Bear, and Alert and inspect them.

(9) After the visits arrangements will be completed for participation in the parade
and reception given by the citizens of Portsmouth.

H. Mis. 157

 
66 GREELY RELIEF EXPEDITION.

(10) The families of the officers of the relief ships will be received on board the
Tennessee.

By direction of the Secretary of the Navy, §. B. LUCE,

Rear-Admiral Commanding,
U. S. Naval Forces on the North Atlantic Station.
U.S. FLAGSHIP TENNESSEE,
Portsmouth Harbor, July 29th, 1884.

 

NortH ATLANTIC STATION,
U. S. FLAGSHIP TENNESSEE (1ST RATE),
Portsmouth, N. H., August 2, 1884.
GENERAL ORDER, }
(No. 4).

The Naval Brigade will land for parade and review at Portsmouth, N. H., on
Monday, August 4, 1884.

The following is the detail of officers :

Lieut. Commander B. P. Lamberton, Commanding Brigade.

Lieut. C. E. Colahan, Adjutant.

Passed Assistant Surgeon R. Ashbridge, Surgeon.

Assistant Paymaster J. 8. Carpenter, Quartermaster.

Lieut. R. H. McLean, Aid.

Naval Cadet R. Welles, Aid.

Capt. J. M. T. Young, Commanding Marine Battalion.

Lieut. R. P. Rodgers, Commanding Infantry Battalion.

Lieut. T. T. Wood, Commanding Artillery Battalion.

First Lieut. M. C. Goodrell, Commanding First Company Marines.

First Lieut. L. J. Gulick, Commanding Second Company Marines.
Commanding Third Company Marines.

First Lieut. G. T. Bates, Commanding Fourth Company Marines.

Lieut. W. W. Kimball, Commanding First Company Seamen.

Lieut. J. B. Collins, Commanding Second Company Seamen.

Lieut. John Downes, Commanding Third Company Seamen.

Naval Cadet G. W. Littlehales, Commanding Fourth Company Seamen.

Lieut. 8. C. Paine, Commanding Fifth Company Seamen.

Lieut. G. H. Peters, Commanding Sixth Company Seamen.

Lieut. York Noel, Commanding Seventh Company Seamen.

Ensign F. R. Wall, Commanding Eighth Company Seamen.

Ensign J. T. Newton, Commanding Ninth Company Seamen

Lieut. Alfred Reynolds, Commanding Tenth Company Seamen.

Lieut. R. Wainwright, Commanding First Platoon Artillery.

Lieut. F. E. Sawyer, Commanding Second Platoon Artillery.

Lieut. M. F. Wright, Commanding Third Platoon Artillery.

Ensign W. D. Rose, Commanding Corps of Pioneers.

Naval Cadet R. H. Orr, in charge of Band and Buglers.

The following instructions will be observed :

Commanding officers will see that all men of the naval brigade are ready to
embark from their respective ships by 8 o’clock, a.m. The preparatory signal will
be made at 7.45 a. m., and when this signal is made the landing force of each ship
will get ready to go on board the tug Leyden, which will convey the brigade to the
landing.

The Leyden will anchor near the Tennessee, and the men be sent to her in ship’s
boats when the signal is made.
 

 

“ANVIST NMOWEL TILYON eeto OANAOT

 

 
GREELY RELIEF EXPEDITION. 67

The landing will be at Emerald’s landing, foot of Daniell street.

The Naval Division will form on Congress street, the right resting at Pleasant street.

The uniform of all officers will be undress, with helmets and leggings.

The uniform for the sailors will be blue, with mustering frocks, white cap covers,
white knife-laniards and leggings.

Men having good-conduct badges and medals of honor will wear them.

The uniform of the marines will be full dress, with helmets and chains.

The apothecaries and stretchermen will wear a Geneva cross on the left arm.

Neither canteens nor tin pots will be carried, and there will be no water carriers
detailed. ;

The color guard will be posted on the left of the fifth company.

The artillery men will be armed with cutlasses only. Neither pouches nor spare
article boxes will be carried. The slings for pioneer’s tools and implement bags will
be made of white canvas. B

In the right wing of the battalion the tallest men will form on the right of com-
panies; in the left wing they will form on the left.

Immediately upon landing, the marines of the North Atlantic Squadron will join
the command of Colonel Broome.

, 8. B. LUCE,
Rear-Admiral Commanding,
U. S. Naval Forces on the North Atlantic Station.

This pleasant duty performed, the officers and men of the relief
ships, and the rescued survivors, were the recipients for several days
of handsome civic demonstrations and attentions from the citizens of
Portsmouth and vicinity, and were given the freedom of that city.

Soon after our arrival at Portsmouth, N. H., Lieutenant Greely
and five other survivors of the Lady Franklin Bay Expedition were
transferred to the jurisdiction of Rear Admiral C. H. Wells at the
navy-yard.

The Thetis, Alert and Bear sailed from Portsmouth for New
York at 8.20 a. m. Tuesday, August 5, in obedience to your order,
following :

Navy DEPARTMENT.
Washington, August 5, 1884.

Sir: Proceed to Governor’s Island, New York, with the three relief ships, arriv-
ing Thursday morning about 11 o’clock.

Deliver the remains of the Greely party, as directed in writing either by the Sec-
retary of War or Major-General Hancock, and await further orders at New York.

Very respectfully,
W. E. CHANDLER,

Secretary of the Navy.
Commander W. S. SCHLEY, ~

Commanding Greely Relief Expedition.

During the passage to New York the weather was densely foggy
up to Fire Island, and the navigation very difficult. Passing through
Vineyard Sound we saw nothing except the light-ships, and did not
see the land after leaving Portsmouth more than once until we had
reached Fire Island light.
68 GREELY RELIEF EPPEDITION.

We were delayed on this account for twenty-four hours, but
reached New York on Friday, August 8, at 11 a. m., and delivered
the bodies of the dead at Governor’s Island to Major-General Han-
cock, commanding Military Department of the East. They were re-
ceived with military honors. All records, relics, and effects of the
living and the dead were delivered at Governor’s Island on Satur-
day, August 9. >

The ships were taken to the navy-yard Monday, August 11, in
obedience to your orders, and the bulk of their stores and provisions
landed.

COAL CONSUMED.
During the cruise in the Arctic regions, from New York until

their return, the following amount of coal was received and con-
sumed by each of the vessels of the relief expedition :

 

Thetis. | Bear. | Alert.

 

Tons. | Tons. | Tons.

 

 

Received at New VOR scsencuas as aa mineas va saurdaeny deresyar wate enmes venrecuees 610 425 190
Received. after departure s.cisisis.aceucrsiaisieie ss sions. cas apeininies esasareteidie b> a eiaigheia gon 220 359 240
Total os vsasauiands ca warranieins Be come des wanes «4 G4 teva oy heeaes Hee 830 784 4380
WXPend ed eesccie cauradwainscadacsie’s ses deddu via titieaeunse(s aacceransiads Msienierde Vaareveaanaios 422 587 346
Total remaining on board .................. , Kenai saw nae Sereee ed 408 197 84

 

 

 

 

The distance traversed by the Thetis and Bear was nearly 7,000
miles, and by the Alert about 6,000-miles.

The Herreshoff steam cutters supplied to the Thetis and Bear
proved most excellent boats in asea-way. For the uses of the general
cruisers of the Navy they are very desirable additions, but for service
in the Arctic, which is exceptionally severe and where the exigencies
of hard usage and neglect are rather the rule, I must say the Herres-
hoff type did not meet my expectation. Simpler design of engine
and boiler seems needed in that region, or at least a type which occa-
sional neglect would injure to less extent than the Herreshoff. In
both these cutters the coils burst; the spring safety-valves failed to
work at a critical moment and nearly involved the loss of both cut-
ters; the exterior condenser was unsuited and vulnerable when hauled
on to theice. On the other hand, their advantages over the ordinary
launch used in the service were: the rapidity with which steam could
be got up, their economy in the use of coal and water, and their speed.

The White steam cutter of the Alert was an exceedingly handy
boat. She was neither so fast nor so good a seaboat as the Herreshoff
cutter. The engine is simple and easily kept in working condition.
The boiler being of old type, too much timé is consumed in raising
steam, a fatal error in launches for Arctic service. This cutter com-
pared with Herreshoff’s for such service presents defects of equal
 

 

 

 

 

 

 

|

 

 
GREELY RELIEF EXPEDITION. s 69

importance. Her construction makes repair of injuries to hull very
difficult.

In view of the disaster to the Lady Franklin Bay Expedition at
Cape Sabine and the conclusion of the Department last year that it
was impracticable to send another vessel north after the Yantic’s re-
turn to St. John’s, September 13, 1883, with report of the loss of the
Proteus, I would state that the past winter in Melville Bay was re-
ported to be the most severe experienced for thirty years.

The winter began earlier than usual and continued with great se-
verity later into the spring of 1884. About the equinox (September
21) cold weather began to set in and the temperature steadily fell at
Disco, Upernavik, and Tassuisak. Sixty degrees below zero (Fah.)
was reached later in the winter, when it was said to have continued
for a period of sixty consecutive days. Melville Bay was frozen over
as far as could be seen from these three points in the latter part of
October. Asthe season of continual darkness had come on by October
the navigation of this region would have been well nigh impossible,
unless the bay had been entirely open. Under the circumstances,
any vessel attempting this navigation would have come to grief, if
she had not been totally lost.

It can be seen in view of this information that the action of last
year was wise.

The total expense of fitting out the expedition will aggregate about
$750,000. A considerable portion of this sum was for the purchase
of the ships, which are returned in good condition. Their value,
together with that of the returned stores and outfits in all depart-
ments, when disposed of either by sale or transfer to the general
service, will greatly reduce this amount.

HYDROGRAPHIC INFORMATION.

During the cruise of the ships on the coast of Greenland, Lieuten-
ants Sebree, Crosby, and Badger, who were the executive officers of
the three ships, doing duty as navigating officers in addition thereto,
ascertained that the English Admiralty charts of that coast were
defective in a number of particulars.

Whenever opportunity offered advantage was taken by these zeal-
ous and untiring officers to increase the accuracy of navigating this
region. In almost every instance their observations were similar,
and their results agreed ; for example The Knight Islands, off Hol-
steinborg, are represented as extending out to longitude 54° 30’ W.
in latitude 67° N. (chart 235, Arctic Sea, Davis Straits, and Baffin
Bay). Our course on the way north ran over the outer islands.
These islands do not extend off land over 7 miles, instead of 15 miles

as by chart.
19 GREELY RELIEF EXPEDITION.

The Rock off Rifkol Island, marked on this same chart 20 miles
NW. £N. (true) from Rifkol Island, could not be seen from this
ship at a distance of less than 1 mile. The whalers say it exists, but,
if true, it must be much nearer the coast.

Western and Whale-Fish Islands, in Disco Bay, are from 10’ to 15’
of longitude west of the true position. Our course up run west of
the Western Islands 5 miles and 3 miles west of the Whalé-Fish.
When up with the Western Islands they could not be seen on a per-
fectly clear day. They lie much closer to the shore. When up with
the Whale-Fish Islands we found ourselves at least 10 miles west of
them. The weather being clear and the ship steering for Disco Island,
in sight, this could not have occurred from current without detect-
ing it.

Godhaven or Lrevely is down on this chart from 10’ to 15’ of lon-
gitude west of its position as given in Bowditch’s Navigator; head-
ing a little east of the position given in Bowditch it was difficult,
until close up, to distinguish the beacon. It is better to approach it
from the westward, as the beacon shows better from that direction.

Upernavik Harbor chart gives a rock 75 yards in diameter; the
rock is a pinnacle 10 yards in diameter and bare at low water. Angles
taken on the rock: W. end Olrick Island to Church, 122°; SW. end
Small Island close to village, to Church 20° 30’; Church to N. point
of entrance to Danish Harbor, 62°10’. There are from 6 to 9 fathoms
of water around this rock.

Approaches to Upernavik are extremely dangerous. Numerous
rocks and islands exist that are not down on the charts. The Thetis
touched on one and saw a number of others.

If clear, make Sanderson’s Hope, head in for it, and keep a good
lookout for rocks, are about the only directions that can be given.

From Upernavik to Horse Head there are numbers of rocks not
marked on the charts, and many islands not even indicated. The
coast line is out of true position, and many of the islands are inaccu-
rately located. The longitude of Tassuisak appears correct.

Duck Islands, from a number of observations for longitude and
latitude, were found out in position. The largest or southern island
is in latitude 74°, longitude 57° 46’ W., instead of the position given
on the chart. '

The Devils Thumb, a most important landmark in crossing Mel-
ville Bay, was established, from a number of positions well deter-
mined going north and returning south, to be in latitude 74° 38’ N., or
18 miles north of the charted position. The whole coast line in the
vicinity of the Devil’s Thumb is from 10 to 20 miles too far south.
All the islands and the entire coast line on the north side of Melville
Bay are out in latitude, probably 15 or 18 miles.

Hakluyt Island off Northumberland Island is about 5 miles fur-
ther north than marked on the chart. Herbert Island and North-
 

SSSSSSSSS=SE5__E_-=-_---_-_-_-=_—=_--H-_-=—_---===—_=—_

 
GREELY RELIEF EXPEDITION. val

umberland Island are not relatively put down right, but we were not
delayed long enough in their vicinity to accurately establish them.

The following soundings were taken by Lieutenant Sebree, execu-
tive officer of the Thetvs during her cruise in the Arctic. The instru-
ment used was a machine of Sir William Thomson’s, and, except
when the ship was beset in the ice, the tubes were always used. This
machine is of the greatest value to navigators, and when in water of
100 fathoms or under is the most reliable instrument of the many
used. The advantage of sounding while under full headway at sea
needs no discussion by sailors. The machine on board the Thetis
was poorly made and somewhat clumsy, but its principle was perfect.
It could be improved in several particulars which would materially
increase its efficiency.

 

 

  

 

 

 

 

 

 

 

 

Date. Soundings.} Character of bottom. ee pee Remarks.
Fathoms. ° , ° ,
80 64 «15 3 46
30 66 50 5417
36 67 = 06 542
wv 67 5429
18} 67 48 54 30
RD scoininic BF. apecicre set diene siete 68 12 54 30] No bottom.
Miavarrs 50 Fine § ..... eee e cece 70 23|~ 55 04] One-fifth mile west Hare
Island.
June 12...... 98 S. and Sh............. 74 OF 58 22
Becreas 212 No specimen 74 «09 58 24 | Vessel tied up to ice.
Bcsass BBD iS *y Ml eeraccracstavcadare aycicsesscousaatietaiels 75 00 59 «50 Do.
18) secs. 55 GIS vic cusererxevenes 98 52 67 382
sep ivd EGR” ce ansnateatg, Seevsuaeieyalee nieiare 1% 47 70 35| Large berg aground 100
yards east of sounding.
QD esses 58 Sounding between Hakluyt and Northumberland Island, about one-third
distant from Northumberland to Hakluyt.
20 snares 80 BK: GY tssccnseseeencan UT 33 72 25) Numerous large bergs
aground.
[ 29 | These soundings were taken between Dalrymple and Wolstenholm Islands;
21 the first sounding } mile S. by W. 3 W. from S. end of Dalrymple Island,
QB sie ss | 14 f and the last sounding about 2 miles ESE. from the §. end of Dalrymple.
12 | Bearings were taken, but as the chart was found to be incorrect they
12 ¢ were not of much use.
July 1...... 148 No specimen ......... 74 09 BY 88
Deisicseva 164 4. and BH, oc corcease< 6787 54 85 | On Torsk Bank.

 

 

 

 

 

It is my agreeable duty to commend to your attention the services
of Commander George W. Coffin, commanding the Alert, the perilous
and arduous duties imposed upon him, to conduct in safety his own
vessel and the collier, Loch Garry, through Melville Bay, were ex-
G2 GREELY RELIEF EXPEDITION.

ecuted with judgment and skill. Starting later than the other two
vessels of the expedition, and having much less steam power, the
Alert did not reach so high a latitude as the Thetis and Bear. She
penetrated the ice region to an extent that surprised me, notwith-
standing the detention occasioned in awaiting favorable opportuni-
ties to advance with safety to the Loch Garry.

Commander Coffin pushed the Alert into an advanced position in
Melville Bay, until his progress was arrested by ice too heavy for
him to break or drive asunder. I feel that he accomplished success-
fully and skillfully all that was practicable and possible under the
circumstances.

The greatest confidence was felt that he would carry out his in-
structions to the letter in the event that it would be necessary for
me to remain in the Arctic beyond the present year ; I therefore
pushed on with no uncertainty about what he would do.

Lieut. W. H. Emory, jr., commanding the Bear, was under my
immediate observation during most of the cruise. Itaffords me the
greatest pleasure to testify to the promptness, energy, and skillful-
ness of this meritorious officer ; his coolness and good judgment were
valuable to me. On no occasion was it necessary to either prompt
or order him to discharge duties. He was always on the watch with
the keenest appreciation of the situation in anticipating all my
wishes. Signals were never necessary between the two ships.

His earnest example of loyalty to the service we were sent to per-
form was caught up by his officers and crew, so that the two ships
were always worked with the utmost accord and harmony; he en-
joyed and deserved my entire confidence.

I would commend him especially to the Department as an officer
of high professional merit and competency, and would frankly state
that much of the success of the expedition was due to him and to
his ably officered ship.

Lieut. Uriel Sebree, of the Thetis, F. H. Crosby of the Bear, and
C. J. Badger, of the Alert, were the executive and navigating offi-
cers of their respective vessels. Lieutenant Sebree being on board
the Thetis, and Lieutenant Crosby on the Bear, came under my
‘immediate observation, and of them, I am able to bearpersonal tes-
timony. I need say no more in their favor than to inform the
Department that two more capable, efficient and energetic officers
could not have been selected for the positions they filled; they were
always ready, always prompt, always zealous, and always cheerful;
both enjoyed the complete confidence of their commanding officers
in discharging their duties; they were in no sense less skillful or less
competent than their commanding officers, so that if accident had
incapacitated the leaders the ships would have been leftin able hands.

Their services were invaluable to the expedition, and I hold them
in the highest estimation professionally and personally.
“MIAVNYdQ) LY AWAVD HOOT GNV Lay

 

 

 

m 3 Hi | :
GREELY RELIEF EXPEDITION. 73

Commander Coffin speaks in terms of high approbation of Lieut,
C. J. Badger, and of his competency and capacity as an officer; he
praises his method and manner of performing his responsible duties
and refers to his coolness and judgment under all circumstances.

Tam glad to indorse all that Commander Coffin says of this highly
competent and efficient young officer, and to include him with Sebree
and Crosby in special commendation to the consideration of the
Department.

Lieuts. KE. H. Taunt and 8. C. Lemly, and Ensign C. H. Harlow,
of the Thetis; Lieuts. J. C. Colwell, N. R. Usher, and Ensign L. K.
Reynolds, of the Bear, and Lieut. H. J. Hunt and Ensigns H. C.
McClain, and A. A. Ackerman, of the Alert, were the watch offi-
cers of the respective ships. I mention them collectively, as the De-
partment could not have selected more competent men for their duties.

Their aptitude, experience, and physique made them invaluable for
the exposed duties of shipboard life in the Arctic regions, or for
detached work there.

Their assistance to their several commanding officers was most
valuable, while their good judgment inspired the greatest confidence.

In no instance in any of the ships did they make a mistake; the
constant and rapid advance was largely due to their watchful atten-
tion and judgment of ice movements.

IT hold them to be tried and valuable officers, and in this view com-
mend them to the Department.

Ensign W. I. Chambers was detailed to represent the Government
interests on board the Loch Garry. Tam glad to say that he was
always most interested and efficient; his judgment and ability were
most conspicuous, and to him and to his advice the safety of the Loch
Garry was mainly due. He enjoyed my highest confidence for his
officer-like management of delicate duties.

Lieut. J. C. Colwell was on detached duty at Cape York; his pre-
vious experience in this region gave him the preference when it was
necessary to communicate with the natives; his promptness in reach-
ing them at Cape York did him much credit and fully justified his
selection for the duty. He was returned to the Bear at Littleton
Island June 22.

Chief Engineers George W. Melville, of the Thetis, John Lowe, of
the Bear, and Passed Assistant Engineer W. H. Nauman, of the
Alert, were without exception most efficient and capable. Six men
only composed the engineer’s force of each of the ships, so that when
others found opportunity to rest these officers were obliged to be on
hand that the engines might be ready at a moment’s notice, and this
continued from the moment of entering the ice until it was left.

The engines were always worked from full speed ahead to full
speed astern in ramming, and in most cases under the direct control
T4 GREELY RELIEF EXPEDITION.

of the chief engineers. In all the harassing demands upon the en-
gine and the engineer’s force of the ships no mistakes were made.

For the perfection in their motive power, upon which so much of
the success of these Arctic ships depended, I am indebted to the
great skill and untiring exertions of their engineer officers; they were
always vigilant, always ready for any emergency, and always unceas-
ing in their efforts to maintain the motive power in the highest con-
dition of efficiency. Chief Engineer Lowe slung his cot in the engine
room while in the ice in order to be near his work in an emergency.
Chief Engineer Melville’s bunk was so chosen by him to be as near
the engine room as possible without being actually in it. The great
experience of the latter officer in Arctic matters had determined me
to choose him for a sledge journey onward to Lady Franklin Bay if
such had been necessary. During the cruise northward I availed
myself of his experience in many matters of detail, in fitting sleds,
clothing, and provisions for journeys; he is too well known to you
to need other commendation from me than for his entire and hearty
support in carrying out the purposes of the expedition.

Passed Assistant Surgeon E. H. Green, of the Thetis, Passed As-
sistant Surgeon H. E. Ames, of the Bear, and Passed Assistant Sur-
geon F. 8. Nash, of the Alert, rendered me the most valuable assist-
ance in their constant care of the sanitary conditions of the ships;
their watchful attention of the officers and men to guard them against
sickness, or to relieve them when injured, were praiseworthy. Our
only accidents occurred at the wheel; they were caused by large
pieces of ice rising under the stern and striking the rudder after the
vessels had forced their way over them in ramming through the floes.

Drs. Green and Ames had entire charge of the survivors from the
time when discovered until our return home. They were unremitting
in their care and attention to them. That any of the rescued are
now alive, after their unusual exposure and critical condition when
found, is due to their skill.

Not only were they conspicuous in their professional duties but in

_all matters connected with the expedition; on board ship or on the
ice, they were always assisting.

Ice Masters Francis Ash, J. W. Norman, and David L. Gifford
gave me much assistance in discharging their duties; the two former
came more immediately under my observation.

Mr. Ash isa man of high character and merit. He is a thorough
sailor, a man of worth, and an officer whose experience and judg-
ment were of much value to the expedition.

I regret that differences involving the discipline of the ships re-
quired the discharge of Mr. Gifford and Mr. Norman immediately
after the return of the expedition to the United States; this in no way
affected the value of their services in the ice region or the heartiness
with which they assisted their commanding officers while there.
 

 

 

 

 

 
GREELY RELIEF EXPEDITION. 15

The selection of the crews of the three vessels was faultless; I can
pay the men who composed them no higher tribute than by bearing
testimony to their constant cheerfulness, their instant obedience of
orders, their incessant vigilance, and their fearlessness under all cir-
cumstances of danger. There were no punishments on board the
ships until our return to civilization, and the few cases then were
caused entirely by rum.

If not a breach of official etiquette I would state that our success
in the work which we had the honor to accomplish was made pos-
sible, first, by the munificent appropriation of the Congress of the
United States; second, by the unceasing energy of yourself and the
Secretary of War; your masterly comprehension of the problem to
be solved by the expedition; your indefatigable activity in fitting it
for its work, and your unflagging interest in preparing everything
which concerned its success. This spirit was caught up by the offi-
cers and men you honored and was the mainspring of their action
when absent. Much of the success of the expedition is due to you,
and when I say this I only convey to you the sentiment of all who
served with me in the difficult, dangerous, and honorable duty which
you intrusted to our charge.

T inclose herewith a series of photographs to illustrate the condi-
tions of ice at various points of the passage in Melville Bay. These
photographs are numbered, and represent the conditions of ice as
met by the expeditionary ships; they will explain much better than
a volume of words some of the difficulties which were encountered
and some of the reasons why delay was necessary at times; further
reference to them in the body of this report is therefore unnecessary.

The track chart accompanying contains the route pursued by the
ships on the outward and homeward journey; the data on its margin
explains itself.

In conclusion, I beg to thank you for your earnest, prompt, and
cordial support in preparing the expeditionary force for its work,
and, above all, for the lasting honor conferred upon me and upon the
officers and men composing it in connecting our names and our efforts
with yours in a relief which had filled the nation, and indeed the
civilized world, with the gravest solicitude for a year past.

I congratulate you on the achievement of this expedition, fitted
under your personal observation and care.

Very respectfully, your obedient servant,
W. 8S. SCHLEY,
. Commander, U. S. Navy,
Commanding Greely Relief Expedition of 1884.

°o
 

 

87°

£3"

o

ot

ue

49

AB

47

AG?

a

40

 

raw

—

 

UNITED 8S

 

et

 

Gneanapepeanany

 

 

 

HO?

 

TATES

 

  

N

NEW

>
nau nswicn
\

ey

   

 

 

 

60°

Uy I \
|
|
{
|
\

\
ys Kank | ‘

4 yw vivraly

 

 

wo

 

   

,

See Ge
ge

Maro

 

                 

 

May i
May a6

 

 

 

 

 

EO ed 6 ae 72
ne

hae

na?

55°

58°

62°

bo?

ay

a8"

40"

4G

el ong

ae

a2”

 

 

 

 
 

 

Hy 72°

C.Adair

| COCKBURN
+ (2 Scots Irlet
0

71° RH 3
ISLAND (-—Eglinton Ford. "

    

~Biver Clyde
:

 

 

 

 

 

 

 
   

 

 

 
 

 

        

 

 

 

 

 

 

 

 

70°
1 70°
an
ff LU
69°F rj
s., LHes°
L x
t
_ U
oH H
68 | :
I fs rH
‘, I
: A
\ DAVIS :
oy 4
Vibes
yrs : I
a ¢ vs eM u |
U BY o Exeter Sound "
- ot
66°F 4 SC Walsingham huss
I 4
I
r FOX LAND fy
=
calle: S|TRA iE
Te 7 Se
S y KC i
o | vata oaestias ye :
ea od ee FR . oN !
Se OMS ae S a
al me ee Sa Ses : i
6a" oh = he ' iad?
ne 1 ¢
aS 5
SS & | i
1
I $ Lf
oe a:
i so. 1 [eae
5 io Bs t Lf
Oe be, i May wa C
ly ~~ ae Jur od L
@ 7g, i U
62 1 th... 1 I eze
H S Sore, { H
i soluaion I 7a 1
off] [|
61 it La 61°
om t
<C.Chudleigh L
° u A. 1 (
a | A: t 60°
H ete f i C Farewell
Wy” ® 1
s sur ath

 

 

 

 

 

 

 

 

 

 

 
 

 

 

 

 

 

 

 

 

 

 

   

 

 

       

 

   

  

     

 

 

 

 

 

 

 

 

 

 

 

 

 

 

80° 78° 70° 65° 60° 55° 50° 45°
Pets cosas i oo ET or ae ooo eet Sao eee eet oe oo Ce eee ee eo eer}
H HUMBOLDT
pf ae ) Peabody el GLACIER H
Priucess Maurrve\Bay 0 h
Victor Hd. S oo
H ‘Bache I. ee a, ety LI
Hayes Sound ~\, ‘C Albert “ SS
79° HU alge WeyprechtIs | sh
Me.Cargei: Zt teckarwan Str: 5 +
ame fo @ PROTEUS SUNK
ELLESMERE 4\aCocked Hat]
Tee coat Se i
L \ |
% wsselaar Ray
| , \ & TRACK CHART
MYBoultun Pra $leto,\ Fl
|| C.1sab OF
PFoul rela anese L
categan i Bortstere Bay GREELY RELIEF EXPEDITION
4 C Alecander |
f PRUDHOE LAND
7P under the command of U
i hn ei COMMANDER W.S.SCHLEY USN. |
Com :
{| f x
ee % U
rch son Sip " ] 8 84.
q 4 gowberTand @ L
natant 3, pH ogi ae
r| June 30 Ing EXPLANATION OF TRACKS. H
a | S'
H A | ye L
o hes THETIS
7H | Skat oon
i Booth SW. er BEAR ~—-~____ »—-—eturniry to Portsrmouth |
| ! \ ALERT ecru ai]. rm Wear Head,
Carey Te oN a . os Poeae ™ 2 iii H
H Clarence Ha ne —— A Mega iatne Sortnet JARRY.....,-.-.-. |
fers.
| Wolstenholme 7 Star tay H
; Glacier Str Fas ; : ie t|
+ Coy e ‘
JONES ils By H
SOUND Cobourg | ! ee
ie
< is ce LY
aw See Kent 1 * Thom T |
mh
r te Metvilte Atunat +
é a H
i %, . Sabine I:
C.Seddon fe
u aoe DEVON B A F Browne Is fy
: pe } a
| ssoHl |S Nlre Season
78 Jones
[|LANGASTER: H
| sounn i
wll B «A Y¥
ta a Uy
es Li
H 4
| H
73° |
| : Ponds drlet ie
HS i HI
i f o , [SCBowen
a p H

 

Psa

Te

78°

77°

76°

74°

73°

 

 

 
pcan

aa
a

La aaah
ferret aie

ted hadd SY oo isan a
Bs

g as
iat een a

 

y

eu
he
5

 

 

 

ae

ss

AO ray ay:
A peta uy

aiiene

ni