Secrets of Polar Travel

by Robert E. Peary

Looking aft. Note section nearly a semi-circle

Many qualities are necessary in a first-class polar ice-fighter. First, there must be such a generally rounded model as will rise readily when squeezed, and thus escape the death-crush of the ice. Then there must be no projection of keel or other part to give the ice an opportunity to get a grip, or to hold the ship from rising.

When the Jeannette was destroyed northeast of the New Siberian Islands, the ice on one side of her caught and held her firmly, while the floe on the other side, turning down under her side, caught the keel, and with its resistless pressure opened up the ship her entire length along the garboard-strake. She then filled, and when the ice pressure was released she sank.

The polar ship must be most heavily braced and trussed to enable it to withstand terrific pressure of ice-floes, and hold its shape until the pressure is released by the rising of the ship; or to make it possible for her to be supported at each end only or in the middle, or thrown out on to the ice, so she would rest on her bilge during a convulsion of the floes, without strain or injury. Power and strength and solidity to fight a way through ice rather than drift inertly with it, are absolutely essential. For ramming, she must have a sharply raking stem, which will rise on the ice at each blow. This not only makes it possible for a loaded ship to deliver blows at full speed without danger of smashing in her bows or starting her fastenings or seams, but also gives her an initial impetus astern when she backs for another blow.

When it is understood that this ramming may continue for hours (I have used my ship in this way continuously for twenty-four hours in crossing Melville Bay), striking a blow, backing, then going ahead full speed for another, the value of this little assistance with each blow will be appreciated. The shape of the bow is also important in ramming. If too bluff, headway is deadened, and the force of the blows is lessened. If too sharp, the ship may stick at each blow, and require more time and power to back out each time. The run of the polar ship should be full rather than fine, to keep the passing ice away from the propeller as much as possible.

The ship must be as short as practicable and have a lively helm to enable her to twist and turn rapidly and sharply through the narrow, tortuous lanes of water among the ice-fields.

It will be seen at once that a ship for arctic or antarctic work must be as small as the size of the party and the amount of supplies, equipment, and coal for the proposed work will permit. The smaller a ship can be built, the greater will be her strength and the ease with which she can be handled.

Finally the polar ship must be a good sea boat to ride out the furious autumn gales of the North Atlantic and polar oceans.

This is especially important in South Polar work with its long voyage and cyclonic blizzards.

Many are under the impression that steel should be used in constructing polar ships. This idea is erroneous, for though a ship so made would be strong structurally, she would be particularly vulnerable to the ragged, sharp corners of heavy ice. Wood, with its elasticity and toughness, is the prime essential in the construction of a ship of this kind. It is also virtually impossible to repair injury to a steel ship during the voyage. But steel and methods of composite ship building, used in a vessel’s interior, may reduce weight and increase her strength.