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Commander \V. S. SCHLEY, U. S. N., Commander Greely Relief Expedition, iS 
 
REPORT 
 
 OF 
 
 \\ r IK"FIELD S. SCHLEY. 
 
 COMMANDER, U. S. NAVY, 
 
 COMMANDING 
 
 GREELY RELIEF EXPEDITION 
 
 OF 
 
 18 8 4 
 
 [UHIVBRSITY] 
 
 WASHINGTON: 
 
 GOVERNMENT PRINTING OFFICE. 
 1887. 
 
A I 1$ 
 
 G>\ 
 
 $70 A 
 
 yff 
 
THE GREELY RELIEF EXPEDITION. 
 
 U. S. S. Thetis, 
 Navy-Yard New York, September 4, 1884. 
 Hon. Wm. E. Chandler, 
 
 Secretary of the Navy. 
 Sir: 
 
 In obedience to your order of February 18, assigning me to the 
 command of the Greely Relief Expedition of 1884, as indicated in 
 your communication of that date, following: 
 
 Navy Department, 
 Washington, February 18, 1884. 
 Sir : Having been selected for the command of the Greely Relief Expedition of 
 1884, you will make immediate and full preparation for the performance of your 
 duties. You wi 1 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 maybe designed for theexpedition, 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 : 
 
 Washington, D.C., February \§, 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). 
 
 3 
 
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. S. SCHLEY, Commander, U. S. N., 
 
 Commanding Gree'.y Relief Expedition. 
 
 Commodore Eakl English, 
 
 Chief of Bureau of Equipment and Recruiting. 
 
 Washington, D. C, February 19, 1884. 
 
 Sir : I have 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, 
 
 Commodore Sicard, 
 
 Chief of Bureau of Ordnance. 
 
 W. S. SCHLEY, Commander, U. S. N., 
 
 Commanding Greely Relief Expedition. 
 
 Washington, 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 1 15 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. 
 
 The cloth clothing and over-clothing for the expedition should be made at 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. S. 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. 
 Sir : I have the honor to inform you that the Greely Relief Expedition will be 
 composed of three vessels, as follows : 
 
 Tlietis, 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 Belief 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); 9 
 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. 8. 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 fan 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. 
 
 W. S. SCHLEY, Commander, U. S. N. , 
 
 Commanding Qreely Relief Expedition. 
 Paymaster-General J. A. Smith, 
 
 Chief of Bureau of Provisions and Clothing. 
 
 Memorandum of clothing required for Oreely Relief Expedition. 
 
 FOR EACH ENLISTED MAN. 
 
 Undershirts of blue flannel, double, lined between with perforated chamois or 
 
 buff 8 
 
 Drawers of blue flannel, same material 8 
 
 Overshirts of blue flannel, double throughout ; two shirts to have regulation 
 
 collars, others without 8 
 
 Pantaloons, heavy blue cloth, cut citizens* fashion 8 
 
 Monkey jackets, lined with blue flannel 2 
 
 Pairs long stockings, with strings to tie above the knee (woolen) 12 
 
 Felt caps, to haul over the head and ears 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 woulen mits, with thumb and forefinger 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 face 2 
 
 Reindeer-sleeping bag, to be 8 feet long, with flap to cover the head, the hair 
 inside; if reindeer-skin is not obtainable, thebagstobe made of calf-skin, 
 
 with the hair inside, and lined with California blankets 1 
 
 Guernsey jacket 1 
 
 Suit of oil skins \ 
 
 Pairs of glass-goggles 2 
 
 Pairs of horse hair goggles 2 
 
 Navy caps, regulation pattern 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 1 
 
 Regulation blouse suits, of heavy blue cloth ; (but one monkey jacket will be 
 
 required for each officer) 2 
 
 There will also be required for the expedition : 
 
 Heavy woolen mufflers, one half to be baled 280 
 
 Rubber knapsacks, for carrying gear, &c 140 
 
 Rubber blankets, for sled and ice work 20 
 
 Pairs leather boots 140 
 
 army blankets, one-third to be baled 432 
 
 W. S, SCHLEY, Commander. U. S. N., 
 
 Commanding Greely Relief Expedition. 
 
GREELY RELIEF EXPEDITION. 7 
 
 List of provisions furnislied each of the three ships of the Oreely Relief Expedition. 
 
 Articles. 
 
 Quantity. 
 
 Bread pounds. . 
 
 Oat-meal do 
 
 Corn starch do. . . . 
 
 Flour do 
 
 Corn-meal do 
 
 Tapioca do 
 
 Farina do 
 
 Arrow-root do 
 
 Macaroni do 
 
 Vermicelli do 
 
 Royal baking powder do 
 
 Dry-cooked sugar cakes do 
 
 Hominy do 
 
 Samp do 
 
 Barley do 
 
 Rice do 
 
 Buckwheat do 
 
 Beans (marrow) gallons. . 
 
 Dried Lima beans do 
 
 Dried green peas do 
 
 Dried Shaker corn do.-... 
 
 Split peas do 
 
 Carrots (canned) pounds. . 
 
 Potatoes (fried) do 
 
 Pemmican (for crew) do 
 
 Pemmican (for dogs) do 
 
 Pork, salt do 
 
 Breakfast bacon do 
 
 Pig's jowl and feet, scrapple do 
 
 Beef, salt do. . . . 
 
 Dried and smoked beef do 
 
 Beef tongues (smoked) do 
 
 Hams (boiled) do 
 
 (raw) do 
 
 Roast chicken do 
 
 Roast turkey do 
 
 Roast beef do 
 
 Roast mutton do 
 
 Cove oysters do 
 
 Spiced mackerel do 
 
 Spiced salmon do 
 
 Head cheese do 
 
 Sausages do 
 
 Sausage meat do 
 
 Cooked corn-beef do 
 
 Bologna sausage do 
 
 Spiced beef do. . . 
 
 Sardines boxes. 
 
 Philadelphia pepper pot pounds . 
 
 Turtle soup do 
 
 Mock-turtle soup do. . .' 
 
 Ox-tail souo do 
 
 Mutton broth do 
 
 Beets (canned) do 
 
 33,201 
 
 1,100 
 
 144 
 
 8,200 
 
 1,170 
 
 144 
 
 144 
 
 70 
 
 300 
 
 300 
 
 204 
 
 1,155 
 
 550 
 
 000 
 
 300 
 
 2,320 
 
 1,125 
 
 5871 
 
 299 
 
 300 
 
 300 
 
 300 
 
 1,116 
 
 4,080 
 
 9,752 
 
 7,332 
 
 11,700 
 
 7,050 
 
 1,175 
 
 9,400 
 
 300 
 
 1,175 
 
 1,055 
 
 3,000 
 
 1,3041 
 
 504 
 
 4,704 
 
 2,352 
 
 966 
 
 COO 
 
 575 
 
 288 
 288 
 150 
 288 
 288 
 576 
 288 
 2 8 
 288 
 288 
 408 
 
 Articles. 
 
 Cibil's extract beef pounds. 
 
 Vegetable soup do. . . 
 
 Assorted soup do... 
 
 Olives kegs. 
 
 Pickles do. . 
 
 Vinegar gallons. 
 
 Onions pounds. 
 
 Lime juice (concentrated) do. . . 
 
 Lime juice (for ship's use) do. . . 
 
 Sauces dozens. 
 
 Garlic pounds. 
 
 Cabbage (pickled) do. . . 
 
 Sauerkraut do. . . 
 
 Tomatoes do. . . 
 
 Pre ared pumpkins do. . . 
 
 Plum pudding do. . . 
 
 Mince meat do. . . 
 
 Evaporated apples do. . . 
 
 Apple butter do. . . 
 
 Peach butter do. . . 
 
 Candied lemon peel do. . . 
 
 Tamarinds do... 
 
 Figs do. . . 
 
 Citron do. . . 
 
 Dried fruit (assorted) do. . . 
 
 Raisins boxes. 
 
 Preserved cranberries pounds. 
 
 Jams (assorted) do. . . 
 
 Nuts (assorted) do. . . 
 
 But er (assorted) do. . . 
 
 Sugar do. . . 
 
 Coffee do. . . 
 
 Tea do... 
 
 Chocolate do. . . 
 
 Cheese do. . . 
 
 Dessicated eggs do. . . 
 
 Sirup gallons . 
 
 Pepper, black pounds. 
 
 red do... 
 
 Lard do. . . 
 
 Condensed milk dozen . 
 
 Eggs, boiled and scalded with lard, 
 
 dozen 
 
 Celery-seed pounds. 
 
 Mustard do. . . 
 
 Currie powder do . . . 
 
 Hops do. . . 
 
 Spices do. . . 
 
 Citric acid in crystal do. . . 
 
 Olive oil dozen 
 
 Dried herbs pounds 
 
 Salt do.. 
 
 Flavoring extracts — bottles 
 
 Turnips (canned) pounds 
 
 Quantity. 
 
 293 
 
 288 
 
 1,104 
 
 8 
 
 10 
 
 576 
 
 1,210 
 
 240 
 
 3,901 
 
 10 
 
 40 
 
 285 
 
 1,197 
 
 2,352 
 
 108 
 
 570 
 
 1, 152 
 
 300 
 
 588 
 
 588 
 
 30 
 
 140 
 
 575 
 
 150 
 
 1,070 
 
 4 
 
 570 
 
 288 
 
 1,121 
 
 3.528 
 
 10,284 
 
 1,020 
 
 3,048 
 
 576 
 
 l,736i 
 
 96 
 
 288 
 
 74 
 
 36 
 
 2,040 
 
 146 
 
 048 
 30 
 72 
 72 
 20 
 25 
 20 
 17 
 
 144 
 
 420 
 30 
 
 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 Belief Expedition. 
 Commodore Earl English, 
 
 Chief of Bureau of Equipment and Becruiting. 
 
 Washington, D. C, February 28, 1884. 
 
 Sir : I would respectfully request that the consul at St. Johns, Newfoundland, be 
 communicated with immediately to secure twenty Labrador or Newfoundland dogs, 
 with their harness, for each of the Greely relief ships, Thetis and Bdar. 
 
 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 G-reely Belief Expedition. 
 Hon. William E. Chandler, 
 
 Secretary of tlie 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. 
 
 Articles. 
 
 Quantity. 
 
 Cabin. 
 
 Bureau, with writing-desk on top. . . 
 
 Small table 
 
 Dining-table 
 
 Lounge (repaired) 
 
 Wash-stand, fitted with three bowls 
 
 Towel-rack 
 
 Wash-stand 
 
 Articles. 
 
 Quantity. 
 
 -- 
 
 Cabin — Continued. 
 
 Sideboard, fitted with top for china 
 and glass-ware 
 
 Men's quarto*. 
 
 Stationary tables, with rack 
 
 Mess-lockers 
 
 Mess-breakers 
 
 Scuttle-butt 
 
c/i 
 
 r 
 
 B 
 
 o 
 
 o 
 
 v. 
 
 - 
 
GREELY RELIEF EXPEDITION. 
 
 Articles. 
 
 Quantity. 
 
 Articles. 
 
 Quantity. 
 
 Mens' quarters— Continued. 
 
 2 
 6 
 
 20 
 2 
 
 20 
 2 
 1 
 
 4 
 
 1 
 24 
 
 12 
 2 
 2 
 1 
 
 12 
 2 
 
 2 
 
 6 
 4 
 
 For ship— Continued. 
 
 100 
 
 Spit-boxes 
 
 
 6 
 
 Small square hand-pump for each boat. 
 
 A supply of felt and material for repair 
 of boats. 
 
 Overhaul all blocks and fit with patent 
 sheaves. 
 
 Repair pumps and pump gear. 
 
 Build houses for galley with drying- 
 room for clothes; fit one bunk on each 
 side (drying-room on forward side of 
 house). 
 
 Boat-hooks (hickory staves), hook and 
 
 1 
 
 
 
 
 
 
 
 
 
 For ship. 
 
 
 
 
 Large socket chisels and gouges 
 
 Ice-chisels, 8 inches long and 3 inches 
 
 
 
 40 
 
 
 Short paddles, upper ends fitted with 
 
 
 
 
 
 10 
 
 
 
 
 
 10 
 
 Staves, 8 feet long, fitted with black 
 
 Rosin barrels. . 
 
 2 
 
 
 1 
 
 
 
 
 
 1 
 
 Complete sets of carpenters', ealkers , 
 
 
 6 
 
 blacksmiths', and coopers' tools 
 
 Ice-chisels, fitted with handles 10 feet 
 
 Spare blocks, to be selected hereafter, 
 and stores, to be selected by carpen- 
 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. 8. N., 
 Commanding Greely Relief Expedition. 
 Chief Naval Constructor T. D. Wilson, 
 
 Chief of Bureau of Construction and Repair. 
 
 Washington, 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. 
 
 Chronometer 
 
 Hack chronometer 
 
 Chronometer-box 
 
 Deck time-pieces 
 
 Boat compass, for each boat 
 Sensitive pocket compasses .. 
 
 Sextants (superior) 
 
 Night octant 
 
 Artificial horizons 
 
 Articles. 
 
 Superior large binoculars ( besi that can 
 be bought ) 
 
 Mercurial barometer 
 
 Aneroid barometers 
 
 Thermometers (ordinary) 
 
 Thermometers (low temperature) 
 
 Set surveying instruments (for "Alert" 
 only) 
 
 Chronometer watches 
 
 Quantity. 
 
10 
 
 GREELY RELIEF EXPEDITION. 
 
 Articles. 
 
 Compasses (Navy liquid) 
 
 Azimuth compass 
 
 Course indicator and chart board 
 
 Pocket sextants 
 
 Superior glasses (best that can be bought) 
 Superior small binoculars (lightest and 
 
 highest power that can be bo ght) 
 
 Thermometers (water) 
 
 Hydrometer 
 
 Set plotting and drawing instruments 
 
 (for "Alert " only) 
 
 Quantity. 
 
 Books. 
 
 Nautical Almanacs, lf84 and lt8 j (two 
 for each year) 
 
 Bowditch's Practical Navigator 
 
 Arctic Azimuth Tables 
 
 Rosser's Book of Stars 
 
 Finding Compass Error 
 
 Longitude by Chronometer, Sunrise and 
 Sunset 
 
 Binnacles and Swinging Ship 
 
 Instructions for Hydrographic Survey- 
 ors (for "Alert" only) 
 
 Table Mast-Head Angles 
 
 Regulations for Preventing Collisions at 
 Sea 
 
 Weather Guide, Barometer, Thermome- 
 ter, and Hygrometer 
 
 North Atlantic Sailing Directions 
 
 North Atlantic Light List 
 
 List of Foreign Lights 
 
 Set Hydrographic Office and British Ad- 
 miralty North Atlantic and Arctic 
 Charts 
 
 Sailing Directions, Davis' Straits, Baf- 
 fin's Bay, and Smith's Sound 
 
 Newfoundland Pilot 
 
 Bible 
 
 Prayer Book 
 
 Navy Regulations 
 
 Articles for the Government of the Navy 
 
 Webster's Dictionary 
 
 International Signal Code 
 
 Meyer's Army Signal Code 
 
 Outfit. 
 
 Navy-blue lights 
 
 Signal discharger 
 
 Box Very's signals 
 
 Pistol frog 
 
 Set side and mast-head lights, spare 
 
 shades for each light 
 
 Steering binnacle 
 
 Standard binnacle 
 
 Log-lines 
 
 Articles. 
 
 Quantity. 
 
 Outfit— Continued. 
 
 Taffrail, registering, patent logs 
 
 14-seeond glasses 
 
 9-pound hand-leads 
 
 50-pound deep-sea lead 
 
 Coasting line fathoms 
 
 Arming pounds 
 
 Hand-lanterns 
 
 Dark-lantern 
 
 Shades 
 
 Lanipwicks gross 
 
 Trimming-scissors 
 
 Signal-rockets, fitted 
 
 Set Army signal equipments 
 
 Pistol 
 
 Pouch 
 
 Side-lanterns ; 
 
 Spare binnacle lanterns 
 
 Log chips 
 
 Log reels 
 
 28-second glasses 
 
 ' -pound hand-leads 
 
 25-pound coasting-leads 
 
 Hand-line fathoms. 
 
 Deep-sea line do. 
 
 Deep-sea reel 
 
 Spare globes 
 
 Swinging-lamps 
 
 Chimneys 
 
 Lamp-feeders 
 
 Trays for lamps 
 
 Lamp-prickers 
 
 No. 4 U. S ensign 
 
 No 5 U S. ensign 
 
 No. 6 U. S. ensign 
 
 Sewing-needles papers. 
 
 ; Thread pound . 
 
 Lard oil barrels. 
 
 Hand-trumpets 
 
 Log-books 
 
 Receipt and expenditure book, 4 pads . 
 
 Navigators' memorandum books 
 
 Foolscap paper ream . 
 
 Letter paper do. . . 
 
 Official envelopes packages. 
 
 Black lead-pencils dozen . 
 
 Flat gutta-percha ruler 
 
 Order-books 
 
 Press copy book 
 
 Memorandum pads 
 
 Press copying ink pint. 
 
 Bowl and brush 
 
 Sets checkers 
 
 Packs cards 
 
 Dice-boxes 
 
 2 
 2 
 1 
 100 
 5 
 I 
 1 
 6 
 15 
 o 
 
 20 
 1 
 
 1 
 1 
 
 100 
 
 1:0 
 
 i 
 
 4 
 8 
 
 24 
 
 1 
 1 
 3 
 12 
 3 
 
GREELY RELIEF EXPEDITION. 
 
 11 
 
 Articles. 
 
 Outfit— Continued. 
 
 Spun wick pounds 
 
 No. 4 pennants 
 
 Union jacks 
 
 General recall 
 
 Cotton spools 
 
 Coil signal halliard stuff 
 
 Candles for running-lights 
 
 Fog-horns 
 
 Navigation ledger 
 
 Blotting-paper sheets . 
 
 Regulation paper ream 
 
 Articles. 
 
 Quantity. 
 
 Outfit— Continued. 
 
 Note paper ream 
 
 Note envelopes packagt-s 
 
 Elastic loops gross 
 
 Letter-books 
 
 Journal 
 
 Letter-file 
 
 Ink eraser 
 
 Copying press , 
 
 Sets chess men 
 
 Checker-boards 
 
 Dice 
 
 i 
 4 
 i 
 2 
 1 
 1 
 1 
 1 
 2 
 3 
 12 
 
 Very respectfully, 
 
 W. S. SCHLEY, Commander, V. S. K, 
 Commanding Greely Relief Expedition. 
 Commodore J. G. Walker, 
 
 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, 
 
 W. S. SCHLEY, Commander, U. S. N., 
 
 Commanding Greely Relief Expedition. 
 Commodore Earl English, 
 
 Chief of Bureau of Equipment and Recruiting. 
 
 Articles. 
 
 Boatswain's department 
 
 Bower anchors 
 
 Kedges (300 and 500 pounds) 
 
 Bower chains 
 
 Stream chains 
 
 Chain hooks 
 
 Chain punches 
 
 Spare shackles 
 
 Grapnel (10 pounds) for each boat, grap- 
 nels to be fitted with rope instead of 
 chain 
 
 Steel hawser, 3-inch 
 
 Manila hawser, 7-inch 
 
 Axes 
 
 Hickory brooms 
 
 Seizing-stuff, assorted pounds . 
 
 Spare set rigging-lanyards for all sizes 
 of standing rigging 
 
 Spun yarn (3 yarn) pounds. 
 
 Hack-saws 
 
 Harpoons, fitted 
 
 Quantity 
 
 1 
 
 1 
 
 1 
 
 12 
 
 20 
 
 300 
 
 1 
 
 75 
 
 2 
 
 Articles. 
 
 Boatswain's department— Continued 
 
 Sister-hooks, assorted 
 
 Fishing lines .' 
 
 Rigger's screws 
 
 Split chain-links 
 
 Marline-spikes 
 
 ^il-needles 
 
 Mounted palms 
 
 Ferving-boards 
 
 Sewing-flax pounds 
 
 Tar barrels 
 
 Sheet-anchor 
 
 Ice-anchors 
 
 Sheet-chain 
 
 Spare bending-shackle 
 
 Cold-chisels 
 
 Chain-pins 
 
 Keys 
 
 fcpare grapnels (10 pounds) for each 
 
 vessel 
 
 Manila hawser, 10-inch 
 
 Quantity. 
 
 12 
 
 100 
 
 3 
 
 6 
 
 20 
 
 50 
 
 12 
 
 4 
 
 10 
 
 2 
 
 1 
 
 2 
 
 1 
 
 1 
 
 10 
 
12 
 
 GREELY RELIEF EXPEDITION. 
 
 Articles. 
 
 Quantity. 
 
 Boatswain's department — Continued. 
 
 Manila hawsers, 5J-ineh 
 
 Clamp- brushes 
 
 Corn brooms 
 
 Manila rope, assorted fathoms 
 
 Codline pounds. 
 
 Marline pounds 
 
 Houseline pounds. 
 
 Hooks and thimbles, assorted 
 
 Fishing-hooks, assorted 
 
 Hammers 
 
 Shoemaker's knives 
 
 Sides rigging-leather 
 
 Serving-mallets 
 
 Neatsfoot oil gallons 
 
 Flat-mouthed pincers set 
 
 Twine pounds 
 
 Thimbles 
 
 Coal-tar barrels 
 
 Carpenter's department. 
 
 Brad-awls 
 
 Whitewash brushes 
 
 Stop-cock for starting hose 
 
 Handy-billy pump 
 
 Leading-hose feet 
 
 Suction-hose sections 
 
 Hose-pipes, flexible 
 
 Expander 
 
 Hand and leg irons 
 
 Slaked lime barrels 
 
 Shovels 
 
 Scrapers 
 
 Squilgees 
 
 Stoves, for quarters 
 
 Alcohol stoves 
 
 Alcohol, in o-gallon extra tin cans . .galls 
 Galley, with outfit and furniture com 
 plete. 
 
 Dish-covers 
 
 Scratch-awl 
 
 Charcoal barrels 
 
 Drying-stoves 
 
 Fire-extinguishers (with charges i 
 
 Hose- washers 
 
 Couplings 
 
 Spanners 
 
 Pump-leather sides 
 
 Picks 
 
 Spare rungs for Jacob's ladders 
 
 Squilgees, rubber 
 
 Cooking-stove for house, to go on Alert 
 Fire-wood (as can be stowed). 
 
 Wheelbarrows 
 
 Chamois-skins 
 
 Sailmaker's department. 
 
 Flax canvas, Nos. lto8 bolts. 
 
 Clew-irons 
 
 2 
 
 12 
 
 42 
 
 500 
 
 50 
 
 75 
 
 75 
 
 24 
 
 100 
 
 4 
 
 6 
 
 2 
 
 2 
 
 2 
 
 1 
 
 10 
 
 20 
 
 2 
 
 2 
 
 6 
 
 1 
 
 1 
 
 250 
 
 4 
 
 2 
 
 1 
 
 10 
 
 2 
 
 6 
 
 20 
 
 12 
 
 100 
 
 Articles. 
 
 Sailmaker's department— Continued. 
 Water-bag for largest boat of each ship . 
 
 Mattresses 
 
 Woolen table-covers 
 
 Napkins dozen . 
 
 Bed-spreads 
 
 Raven's duck bolts. . 
 
 Cots 
 
 Feather pillows 
 
 Linen table-covers 
 
 Towels dozen. . 
 
 Sheets pairs. . 
 
 Pillow cases 
 
 Crash towels 
 
 Feather dusters 
 
 Water ewers 
 
 Spittoons 
 
 Soap trays 
 
 Set curtains 
 
 Easy chair 
 
 Canvas yokes, to be used in sledging 
 A tents, 10 feet long, with ridgepoles 
 
 and stakes 
 
 Tent cover for each whale boat 
 
 New suit of sails for Thetis and Bear, 
 
 boat sails to be sliding gunter rig and 
 
 to be made of dyed cotton 
 
 Complete set of new running rigging. 
 
 Coil bohVrope 
 
 Iron commander 
 
 Grains 
 
 Old junk pounds. . 
 
 Sailmaker's bench and complete kit of 
 
 implements 
 
 Pantry towels 
 
 Handbell 
 
 Wash-stand basins 
 
 Slop tubs 
 
 Foot tubs , 
 
 Cabin carpet 
 
 Dining chairs 
 
 Mirrors 
 
 Tar brushes 
 
 White marline pounds. 
 
 Hickory heavers 
 
 Plated, china, and alaxs irare. 
 
 Waiters 
 
 Sugar bowls 
 
 Cream pitchers 
 
 Caster 
 
 Butter dish 
 
 Baking dishes 
 
 Vegetable dishes 
 
 Ice pitchers 
 
 Gravy spoons 
 
 Mustard spoon 
 
 Tea spoons 
 
 Quantity, 
 
 2 
 2 
 
 16 
 
 2 
 
 2 
 
 8 
 
 8 
 
 8 
 
 48 
 
 48 
 
 24 
 
 2 
 
 4 
 
 1 
 
 4 
 
 1 
 
 1 
 
 24 
 
 2 
 
 1 
 
 1 
 1 
 1 
 1 
 8 
 100 
 
 1 
 
 24 
 
 1 
 4 
 4 
 8 
 1 
 8 
 2 
 4 
 20 
 5 
 
 1 
 12 
 
a 
 
 > 
 
 5 
 
 n 
 M 
 
 O 
 
 G 
 Z 
 
 
 PJ 
 
GREELY RELIEF EXPEDITION. 
 
 13 
 
 Articles. 
 
 Quantity. 
 
 Plated, china, and glass ware— Cont'd. 
 
 Sugar spoons 
 
 Dessert forks 
 
 Fish slice . . 
 
 Crumb scraper 
 
 Nut picks 
 
 Baking dish linings 
 
 Steels 
 
 Gravy boats and stands 
 
 Compotiers 
 
 Teacups and saucers 
 
 Oval dishes 
 
 Dinner plates 
 
 Muffin plates 
 
 Pickle dishes 
 
 Sherry glasses 
 
 Jelly glasses 
 
 Salt cellars 
 
 Table knives 
 
 Dessert knives 
 
 Carving forks 
 
 Pickle forks 
 
 Teapot (6 half pints) 
 
 Coffee pot 
 
 Soup tureen 
 
 Table spoons 
 
 Salt spoons 
 
 Dessert spoons 
 
 Egg spoons 
 
 Table forks 
 
 Sauce ladle 
 
 Butter knives 
 
 Nut cracks 
 
 Carving knives 
 
 Cheese scoop 
 
 Water pitchers 
 
 Salad bowl 
 
 Breakfast cups and saucers 
 
 Well dish 
 
 2 
 
 1 
 
 1 
 
 1 
 12 
 
 4 
 
 2 
 
 2 
 
 2 
 12 
 
 5 
 12 
 
 2 
 
 2 
 12 
 12 
 
 2 
 IS 
 12 
 
 4 
 
 2 
 
 1 
 
 1 
 
 1 
 12 
 
 2 
 12 
 12 
 
 ts 
 
 1 
 2 
 
 12 
 4 
 1 
 2 
 1 
 
 12 
 1 
 
 Articles. 
 
 Quantity. 
 
 Plated, china, and glass ware— Cont'd. 
 
 Breakfast plates 
 
 Soup plates 
 
 Bread plates 
 
 Decanters 
 
 Tumblers 
 
 Preserve dishes 
 
 Plated candlesticks 
 
 Stationery. 
 
 Record book 
 
 Blank books, 1-quire 
 
 Black ink pints . 
 
 Letter envelopes packages. 
 
 Paper fasteners boxes. . 
 
 Inkstands 
 
 Memorandum pads 
 
 Sheets blotting paper 
 
 Sheets drawing paper 
 
 Note paper .' ream. 
 
 Steel pens gross. 
 
 Black lead pencils dozen. 
 
 Gutta percha ruler 
 
 Box water colors 
 
 Memorandum tablets 
 
 Blank books, 3-quire 
 
 Memorandum books 
 
 Official envelopes packages. 
 
 Elastic loops boxes. 
 
 Pieces rubber 
 
 Penknives 
 
 Mucilage bottles . . 
 
 Foolscap paper reams 
 
 Letter paper reams 
 
 Regulation paper ream 
 
 Pen holders dozen 
 
 R. B. pencils dozen 
 
 Pieces tape 
 
 ' Vial carmine 
 
 12 
 12 
 2 
 
 2 
 12 
 
 4 
 
 4 
 
 2 
 
 8 
 
 12 
 
 24 
 
 12 
 
 i 
 
 1 
 
 3 
 
 1 
 
 1 
 
 12 
 8 
 
 24 
 6 
 6 
 3 
 12 
 2 
 2 
 2 
 1 
 2 
 i 
 
 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- 
 lief Expedition. 
 
 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, V. S. N., 
 Commanding Creely Relief Expedition. 
 Chief Naval Constructor T. D. Wilson, 
 
 Chief of Bureau of Construction and Repair. 
 
14 
 
 GREELY RELIEF EXPEDITION. 
 
 Articles. 
 
 Adzes 
 
 Broad-axes ...... 
 
 Pinch-bars 
 
 Stripping bar 
 
 Bung-borer 
 
 Brace and set of bits . . . 
 
 Sash brushes 
 
 Varnish brushes 
 
 Squirt can 
 
 Chisel slice 
 
 Files, assorted 
 
 Gauge 
 
 Grindstone 
 
 Blacksmiths' hammers. 
 
 Sledge hammer 
 
 Set calking irons 
 
 Set soldering irons 
 
 Pitch kettle 
 
 Chalk line 
 
 Carpenter's mallet 
 
 Mops, pitch 
 
 Planes, assorted 
 
 Nail punches 
 
 Augers 
 
 Wood axes 
 
 Shackle bar 
 
 Drift-bolts 
 
 Tap-borer 
 
 Paint brushes 
 
 Seam brushes 
 
 Paint buckets 
 
 Cold-chisels 
 
 Tair compasses 
 
 Portable forge 
 
 Gimlets 
 
 Claw-hammers 
 
 Riveting hammers 
 
 Reef -hooks 
 
 Set horsing-irons 
 
 Drawing-knife 
 
 Pitch-ladle 
 
 Calking mallets 
 
 Horsing mallet 
 
 Carpenters' pencils 
 
 Pincers 
 
 Spike punches 
 
 Smiths' punches 
 
 Two-foot rule 
 
 Quantity 
 
 . paire . 
 
 2 
 1 
 1 
 1 
 2 
 2 
 1 
 1 
 45 
 1 
 1 
 2 
 1 
 1 
 1 
 1 
 1 
 1 
 2 
 6 
 2 
 8 
 4 
 1 
 2 
 1 
 12 
 2 
 2 
 5 
 1 
 1 
 6 
 2 
 2 
 2 
 1 
 1 
 1 
 3 
 1 
 6 
 2 
 2 
 
 Articles. 
 
 Screw-drivers 
 
 Shears 
 
 Oil-stone 
 
 Set smith's tools 
 
 Set sounding rods 
 
 Single blocks 
 
 Wedges 
 
 Sheet-brass po Unds 
 
 Cbalk d0 .. 
 
 Fearnaught yard8 
 
 Glue pounds 
 
 Flat bar-iron do. 
 
 Round iron do 
 
 Lumber for ship and boat repair 
 
 Baled oakum pounds. 
 
 Iron rivets Q0 
 
 Solder d o... 
 
 Iron spikes do. 
 
 Iron tacks do 
 
 Copper wire do. 
 
 Black paint do .. . 
 
 Linseed oil barrel. 
 
 Rasps 
 
 Saws, assorted 
 
 Spoke shaves 
 
 Steel square 
 
 Tape measure 
 
 Scuttle butt 
 
 Double blocks, assorted 
 
 Sheaves and pins 
 
 Borax pounds. 
 
 Copper burrs do. . . 
 
 Copper bolts do. . . 
 
 Lights 
 
 Gum packing square feet. . 
 
 Square bar-iron pounds. . 
 
 Sheet-lead do 
 
 Copper nails do. 
 
 Iron nails do. . . 
 
 Copper rivets do. . . 
 
 Brass screws gross. 
 
 Composition spikes pounds. 
 
 Copper tacks do 
 
 Brass wire do. 
 
 White lead .' do 
 
 Turpentine gallons. . 
 
 Red lead pounds. 
 
 Quantity. 
 
 3 
 
 1 
 
 1 
 
 1 
 
 1 
 
 6 
 
 10 
 
 12 
 
 3 
 
 6 
 
 4 
 
 75 
 
 75 
 
 50 
 20 
 10 
 25 
 5 
 10 
 150 
 1 
 . 3 
 8 
 2 
 1 
 1 
 1 
 
 18 
 
 24 
 
 2 
 
 6 
 
 25 
 
 20 
 
 5 
 
 50 
 
 50 
 
 40 
 
 75 
 
 2 
 
 6 
 
 25 
 
 10 
 
 15 
 
 150 
 
 50 
 
 150 
 
 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. S. N. 
 
 The Alert arrived April 22, from Spithead, England, under com- 
 mand of Lieut. Commander C. F. Goodrich, U. S. N. 
 
H 
 X 
 
 V. 
 
 o 
 
 a 
 
 - 
 > 
 
 G 
 Z 
 
 B 
 
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 thB 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 lowei"-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 Alert 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, 
 
IQ UREELY 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. I am 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 
 
 W. E. CHANDLER, 
 
 Secretary of the Navy. 
 Commander W. S. Schley, U. S. N., 
 
 Navy Department. 
 
 Washington, D. C. , March 17, 1884. 
 
 Sir: 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 
 suggest 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 pi-oceed onward with convoy to 
 Cape York and Littleton Island. Should the ice appear too formidable for the col- 
 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 nine 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 
 wh j re she should arrive not later than June 1. 
 
 Her movements should be so timed that she might reach Littleton Island or 
 Foulke Fiord about the 1st of July, in order to have sufficient time to land and 
 build house, land provisions, coal, and other supplies, to establish the station upon 
 
I 
 
 5 
 
 - 
 
 
 5 
 o 
 gq 
 
/ 
 
GREEDY RELIEF EXPEDITION. 17 
 
 which the advance ships' companies could retreat in the event of disaster, and after- 
 ward to send a sled 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. iV., 
 Commanding Greely Relief Expedition. 
 Hon. W. E. Chandler, 
 
 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 entirely 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 dtiring 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. 157 2 
 
18 
 
 GREELY RELIEF EXPEDITION, 
 
 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 Avas 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. 
 
 Name. 
 
 Rank, &c. 
 
 Name. 
 
 Rank, &c. 
 
 W. S. Schley 
 
 Commander, commanding 
 
 George Harvey 
 
 Boatswain's mate. 
 
 
 expedition. 
 
 E.W.Walker 
 
 Do. 
 
 
 
 Joseph Mitre 
 
 JohnManin 
 
 Captain of top. 
 
 Captain of top, acting 
 
 E. H. Taunt 
 
 Do. 
 
 S. C. Lemly 
 
 Do. 
 
 
 quartermaster. 
 Quartermaster. 
 
 W. I. Chambers 
 
 Ensign, transferred to Loch 
 
 John Cross 
 
 
 Garry at St. John's. 
 
 John McLeod 
 
 Do. 
 
 C. H.Harlow 
 
 Ensign. 
 
 Christian Poison . . . 
 
 Carpenters 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- 
 swain's mate, 
 
 H.B Neale 
 
 Do. 
 
 
 F.F.Taylor 
 
 Seaman. 
 
Lieutenant W. II. EMORY, U. S. N., Commander of the Bear. 
 
GREELY RELIEF EXPEDITION. 
 Thetis — Continued. 
 
 19 
 
 Name. 
 
 Rank, &c. 
 
 Name. 
 
 Rank, &c. 
 
 P.W.Johnson 
 
 Michael Hickey 
 
 Bartley Cook 
 
 F.F. Baggeri- in 
 
 John McDonald 
 George E. Yewell 
 Thomas Maloney . . . 
 
 Seaman. 
 
 Do. 
 
 Do. 
 
 Do. 
 
 Do. 
 
 Do. 
 Seaman, acting ship's cook. 
 
 Carl Wasden 
 
 Charles Tong Sing. . 
 
 Seaman, acting s. m. mate. 
 Cabin steward. 
 
 C. Xilson 
 
 
 J. B. Larson 
 
 Garry. 
 Do. 
 
 BEAR. 
 
 W. H. Emory, jr 
 
 Lieutenant, commanding. 
 
 John 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 engineer. 
 
 H. Krusberg 
 
 Do. 
 
 
 
 J. J. Campbell 
 
 Do. 
 
 F. Ash 
 
 
 John Lindquist 
 
 Do. 
 
 John Quevedo 
 
 Arthur Lloyd 
 
 
 
 Ship's cook. 
 Cabin steward. 
 
 Do. 
 
 GeTjrge.Savo 
 
 Hugh Brock 
 
 Quartermaster. 
 
 Otto Schwarz 
 
 Cabin cook. 
 
 
 Do. 
 
 
 
 J F Burke 
 
 
 Henry Thomas 
 
 Do. 
 
 
 Do. 
 Yeoman. 
 
 Carpenter"s mate. 
 Seaman. 
 
 T. J. Morton 
 
 Arelii>' Currie 
 
 L. ('.Smith 
 
 
 
 
 J B Fletch r 
 
 Do 
 
 
 James Rogan 
 
 Do. 
 
 
 
 ALERT. 
 
 George W. Coffin — 
 
 Commander, commanding. 
 
 Thomas Wilson 
 
 First class fireman. 
 
 Charles J. Badger . . . 
 H J Hunt 
 
 
 
 Do 
 
 Do. 
 Ensign. 
 
 Thomas Bragger . . 
 Salvator Tordagoer. 
 
 
 C.S.McClain 
 
 Quartermaster. 
 
 A. A. Ackerman 
 
 Do. 
 
 Charles Anderson . . 
 
 Captain of top. 
 
 William H. Nauman 
 
 Passed assistant engineer. 
 
 Thos.Beswetheric. . . 
 
 Yeoman. 
 
 F S Nash 
 
 Passed assistant surgeon. 
 
 Christian Guvken 
 
 Seaman. 
 
 D L Gifford 
 
 Ice master. 
 Boatswain's mate. 
 
 Amund Olsen 
 
 J. Lukshewitz 
 
 Do. 
 
 Joseph Doyle 
 
 Do. 
 
 Philip Shautz 
 
 Quartermaster. 
 
 Charles Tristram . . 
 
 Do. 
 
 Albert Jones 
 
 Captain of top. 
 
 Alexander Watson . 
 
 Do. 
 
 Edward White 
 
 Carpenter's mate. 
 
 I lennan Lara 
 
 Do. 
 
 Frank Blokus 
 
 Seaman. 
 
 W. Wettergren 
 
 Cabin steward. 
 
 P. C. Hansen 
 
 Do. 
 
 William J. Powell. . . 
 
 Machinist. 
 
 William Bloom 
 
 Do. 
 
 John Wachter 
 
 First-class fireman. 
 
 Adam Weissel 
 
 Ship's cook. 
 
 John Sullivan 
 
 Do. 
 
 Olaf Anderson 
 
 Cabin cook. 
 
 T. S. Roberts 
 
 Do. 
 
 M.C.Boi 
 
 Seaman. 
 
 A. H. Kemble 
 
 Blacksmith. 
 
 J F.Green. 
 
 Machinist. 
 
 First class fireman. 
 
 
 
 William Haas 
 
 
 
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. 
 
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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 
 God haven, Disco, and thence to Upernavik, at which place you will 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 ti nd ready and willing to render you any assistance. At this 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 expenses 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 the ship 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 liim 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's any 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. S. SCHLEY, Commander, U. S. N., 
 Commanding Greely Relief Expedition. 
 
 Lieut. W. H. Emouy 
 
 Commanding U. S. 8. 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 Godhaven 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 Thetis, 
 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 tbat 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 the rescue of our imperiled countrymen. 
 With earnest wishes and high hopes for your success and safe return, 
 I am. very respectfully, 
 
 WM. E. CHANDLER, 
 
 Secretary of the Navy. 
 Commander Winfield S. 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 the 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. 
 
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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 concluded 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 Loch Quarry, 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 authority of the Secretaries of War and the Navy, 
 charterers: 
 
 Witnesseth, that tli£ 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 of 
 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 discharging fees of the captain, officers, engineers, firemen, and crew ; 
 shall pay all engine room stores, and maintain her in a thoroughly efficient state m 
 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 Hal- 
 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 sliip'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 s-hall 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 earned (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 un ler 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 S. Henriques, as to Earl English. 
 
 EARL ENGLISH, 
 Chief of Bureau of Equipment and Recruiting. 
 
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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. 
 
 Sir : 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 ius.si.st 
 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 tlu-ough- 
 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, hi 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. In case of 
 separation you will join me at Disco. These instructions 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, 
 St. John's, N. F. May 10, 1884. 
 
 Sir : I have 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 in company, 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 Cliambers, 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. K, 
 Commanding Grecly Relief Expedition. 
 Capt. Robert Jones, 
 
 Steamer Loeh Garry. 
 
 These preliminaries arranged, and all articles on board, the Thetis 
 sailed at a. m., May 12, for Godhaven, with the Loch Garry under 
 convoy. A strong breeze sprang 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 Thetis 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 : 
 
 United States Relief Expedition, 
 Upernavik, North Greenland, September 2, 1883. 
 Sir ; I have 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. 
 
 I am sorry that the Yantie cannot call at Disco, that I might arrange these matters 
 with you. 
 
K 
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GREELY RELIEF EXPEDITION. 29 
 
 Nicholai remains here, and I have paid his and David's wages to the governor of 
 the district. 
 
 I am, 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 my ship. His 
 letter gave me a good idea of the ice conditions about the Waigat 
 Straits aud in Melville Bay. 
 
 At 9 a. m., May 24th, the Thetis and Loch Garry sailed forUper- 
 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 the ice. Clearing 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 
 pack. 
 
 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 fonnidable 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. 
 
 the morning of May 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 
 theOmenak Fiord the Thetis 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. At 5 p. m. a heavy 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- 
 
£xf§» 
 
 ^y^ 
 
 
 n 
 
GREELY RELIEF EXPEDITION. 31 
 
 Acuities 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 Th etis and Loch Garry arrived 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 tl e 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 effect were 
 left for Commander Coffin : 
 
 U. S. S. 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, 
 
 W. S. SCHLEY, Commander, U.S.N., 
 Commanding Greely Relief Expedition. 
 Commander G. W. Coffin, U. S. N., 
 
 Commanding U. S. S. Alert. 
 
 At 5 p. 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. At 9 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, Cormvallis, 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, a few 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 f oretop, 
 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 
 
o 
 
 SO 
 O 
 3 
 
 H 
 
 
GKEELY BELIEF 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 raisad, and a rush was made to get through a narrow lead into 
 open water, hut 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 Thetis 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 8 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. 
 
 At la. 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, 
 biit 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, a still 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. 
 
 At 3 p. 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 where 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 intervals into more north- 
 erly positions as the ice opened and closed, the advantage being first 
 with ono 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 a lead into which the Th etis and Bear started, but were jammed 
 for an hour or two in packed ice near a large berg. The Arctic an I 
 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 tha f had to be 
 rammed through, until the solid ice was. met with again about 2 a.m., 
 June 15. 
 
 This was the best run made for several days -and the novelty of 
 maHng 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, and in 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 
 fioes. 
 
 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 fioes on this day occasionally opened tempt- 
 ing leads to the southwest of our. position, which the energetic cap- 
 tain of the Artie 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 Thetis 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 G 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 Gary 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. 
 
 At 7.30 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, 
 ami reached Conical Rock about 3 p. in. the same, day. A cairn was 
 erected on its western side containing a record for Lieutenant Emory 
 and Commander Coffin. 
 
o 
 
 > 
 
 > 
 

 ^ 
 
 'J&NIK 
 
GREELY RELIEF EXPEDITION. 37 
 
 The pack of lower Smith' s Sound, studded with hummoeky 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 hummoeky 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 3 a. 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 conseqxxence 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 BELIEF 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 11 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 
 
o 
 
 o 
 
 < 
 
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 
 Bight the Bear was obliged to force her way up to the land ice off 
 ( 'ape York, to remain there beset until the morning of June 20, shift- 
 ing position continually, as the grinding floes wovdd 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 
 3 p. m. , in a 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 Bears steam cutter, the 
 Wreck Camp cache west of Cape Sabine; Chief Engineer G. W. Mel- 
 ville, Dr. H. E. Ames, and , Ensign Beynolds, 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'l W. B. Hazen, Chief Signal Officer. 
 
 Sailing from St. John's, Newfoundland, July 9th, 1881, it touched at Disco, Riten- 
 benk, ITpernavik, 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 to be 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 to less extent. 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 ice to 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 11th, 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 at the 
 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 cist 
 
w 
 

 p>V<§ 
 
 '^7 
 
GREELY RELIEF EXPEDITION. 41 
 
 of Cape Britannia. The commanding officer proposes, later, an attempt to reach the 
 western shore of Grinnell Land via Black Cliffs Valley. 
 
 The health of the command has continued excellent to the present time. No signs 
 of scurvy, except possibly Eskimo Jens ; all veil at present date (March 15, 1882). 
 The winter has passed comfortably and pleasantly. 
 
 A. W. GREELY, 
 1st Lieutenant, 5th Cavalry, Aet'g Sig. Off. and 
 
 Assistant Commanding Expedition. 
 
 This record is deposited by Octave Pavy, who leaving Fort Conger Oct. 37th, 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 Conger, G. L., Oct. 26f7i,1882. 
 
 During the spring and summer, 1882, the following trips have been made: A. 
 A. Surg. 0. 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 3rd and returned June 2nd, having in the mean 
 time discovered Hazen (oast, which extends northeast ward from Cape Britannia to 
 83° 30' N. and about 38° W. He reached 83' 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). The command- 
 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 a very clear day. Low land to the W. , S. W. , and S. as far as the eye could 
 reach. In W. S. 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 wMl be abandoned August 11, 1883. the party retreating 
 by boats along the west coast of Kennedy ( 'hannel and Smith's Sound. 
 
 A. W. GREELY, 1st It., 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 S. 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 lbs. coal and over forty days rations. Took up enough at Cape Craycroft 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. 13. 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 n ules s< mth of Cape 
 Norton Shaw. Stopped by dense rubble ice, which extended as far south as could l>e 
 
42 GREELY BELIEF 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, 1883. 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 So] it.' 
 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. It is the intention, as soon as separation shall 
 be safe, to send an officer and two men to Brevoort Island to obtain record, which 
 should be there, of the movements of shi]) 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, Nares map. Reached land Sept- 
 29th with one boat, 12 man sledges, 25 days rations. Party of 25 all well yet 
 and hopeful of future. Lt. Lock wood 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 bind; 
 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 Com., 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 all right. Boat damaged as stated. 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 ****). I shall now endeavor 
 
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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. , &e. , 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 Col well, 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, and if any of the party were alive 
 to inform them that their relief was close at hand. At the same 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 to the 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. 
 
 Lieiitenant 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 
 
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GREELY RELIEF EXPEDITION. 45 
 
 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 ; 
 i hi' frequent squalls often drove them off, broadside to, and while 
 in such i>osition, 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 Col well 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 
 t he boat. But a short time was needed to demonstrate how mistaken 
 t hey 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 ypu," 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 alloAvance 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 j collect lichens or catch shrimps upon which they had to 
 depend to a 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, 
 
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GREELY RELIEF EXPEDITION. 47 
 
 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 frequent 
 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 symgtoms 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. 
 Sh fimps 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 debris of all kinds. Each one, however, had care- 
 fully wrapped and marked what valuables remained to him after 
 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 about 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 GKEELY RELIEF EXPEDITION. 
 
 ness of the little band of siirvivors ; 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 ti'ansf erred 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 
 
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 IT. 
 
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GREEEY 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. 
 
 
 January 18, 1884. 
 April 5, 1884. 
 April 6, 1884. 
 April 9, 1884. 
 April 9, 1884. 
 April 12, 1884. 
 April 24, 1884. 
 May 19, 1884. 
 May 23, 1884. 
 
 
 May 24, 1884. 
 May 27, issi. 
 June 1, 1884. 
 June 3, 1884. 
 
 Frederick Christiansen (Eskimo)* 
 Sergeant Linn . . 
 
 Sergeant Israel 
 
 Lieutenant Kislingbury 
 
 
 
 June 0, 1884. 
 
 
 
 June 6, 1884. 
 
 
 
 June 6, 1884. 
 
 
 
 June 12, 1884. 
 
 
 
 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 td 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 tbem 
 H. Mis. 157 i 
 
50 GREELY RELIEF EXPEDITION. 
 
 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 restilt 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 
 
> 
 
 » 
 
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 to a 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 3 a. m., June 26, got under way and steamed towards Wolsten- 
 holm Island through a narrow lead. At a point near that island we 
 fell in with the Dundee whalers Jaen Maen, Esquimaux, Gorn- 
 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 txs, 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 a very 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 barometer 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 a stSadier 
 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 4.30 a. 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 north side. Ordei's 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 after some hours of anxious work 
 
■■•-•-: . it- ? - --:,■■■ - ~ ---■ - 
 
 Commander G. W. COFFIN, U. S. N., Commander oe the Alert. 
 

GSREELY 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 unless the 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. At a 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 a narrow 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 
 lip 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 
 steameO 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. S. 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 car) 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 enougli 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. 
 
> 
 
 t- 
 
 g 
 
 H 
 
 W 
 
 3 
 
 2 
 
 W 
 
 ["WiWIil 
 
 ii tm ~ •» — 
 
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 Upemavik 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 alxmt 
 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 Go '.ct3 do 
 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 Colorado. 
 
 Transmit a complete muster-roll of your crew, before sailing, to the Bureau of 
 
56 GREELY RELIEF EXPEDITION. 
 
 Equipment and Rewriting, 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, I am, 
 
 Very respectfully, your obedient servant, 
 
 W. S. SCHLEY, Commander, U. S. N., 
 Commanding Greely Relief Expedition. 
 Commander George W. Coffin, 
 
 Commanding U. S. 8. Alert, 
 
 Creely 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 sh< mid 
 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 
 

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 86th 
 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 gi*eater 
 caution on account of the Loch Garry, and was forced on sevefal 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, Thetis 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 1| 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 it yielded to ramming. At 2 a. 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 wfis 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. 
 
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 ^Xf*! 111 jiH 
 
 
OiREELY 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 G 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 damage, 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 
 
GO 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 Godhaven. The body being on 
 board the Bear, Lieutenant Emory was directed to have a casket 
 made for the remains. At 3 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. 
 
 Dui-ing 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 (lurry. 
 
 Excellent weather was experienced, and but little ice was fallen 
 
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 took 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 
 9 a. m. July 17. The following telegram was sent to you : 
 
 [Telegram.] 
 
 St. John's, N. F., J\dy 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 23, 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, Apr-1 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 from 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 
 oil Wolstenholm Island and announced Greely's rescue to them, that they might 
 not be delayed 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. Lieuten- 
 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 boors delay in reaching 
 thein 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 tape 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- 
 
X 
 
 O 
 
 
 
 .. ■ ;;,::i -..«■ : .. 
 
0> - «• z 
 
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.] 
 
 Washington, D. C, July 19, 1884. 
 Commander Schley, 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 31. Ensign Chambers, who was placed on board her to rep- 
 
(J4 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. 
 
 Dining 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 
 animals. 
 
 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, 1ST. H., as indicated in the following telegrams : 
 
 [Telegram.] 
 
 Portsmouth, N. H., July 25, 1884. 
 Commander W. S. 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., Jidy 25, 1884. 
 Hon. W. E. Chandler, 
 
 Secretary of tlie Navy, Portsmouth, N. H.: 
 Will sail to-morrow at 10 a. m., and will reach Portsmouth Saturday, Auguat 3, 
 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. S. SCHLEY, Commander. 
 
C 
 

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 2d of 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 : 
 
 North 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 ships, 
 Tlietis, Bear, and Alert. 
 
 (2) If on their approach their colors should be at half-mast, they are to be signaled 
 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 the 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 Tlietis, Bear, and Alert 
 will repair on board the Tennessee and pay then - 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 5 
 
66 GRBELY 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. 
 
 S. 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. S. 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. S. 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 niade. 
 
. (11 r'k | 
 
 o 
 
 WIMBB— 1... 
 

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. 
 
 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. 
 
 S. 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, Angust 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 tlie 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 accouftt for twenty-four hotirs, 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. 
 
 Received at New York 
 
 Received after departure 
 
 Total 
 
 Expended 
 
 Total remaining on board 
 
 Tons. 
 610 
 
 220 
 
 408 
 
 Tons. 
 425 
 
 359 
 
 784 
 587 
 
 197 
 
 Tons. 
 190 
 
 240 
 
 430 
 346 
 
 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 a sea-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 the ice. 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 time 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 
 

 V. 
 
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 a 
 
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 r 1 
 o 
 > 
 
 \m 
 
 
 
GREELY RELIEF EXPEDITION. 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. As the 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 wduld 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. 
 
70 GREELY RELIEF EXPEDITION. 
 
 The Rock off Rifkol Island, marked on this same chart 20 miles 
 NW. i N. (true) from Rifkol Island, could not he 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 Whale-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 Lievely 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 G 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° 4G' W., instead of the position given 
 on the chart. 
 
 The Devil's 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- 
 
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4 
 
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GKEELY KKLIKF KX I'KDITIOX. 
 
 71 
 
 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 Thetis 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. 
 
 1884. 
 
 May 20.. 
 21.. 
 21.. 
 21.. 
 21.. 
 
 21.. 
 27.. 
 
 June 12.. 
 13.. 
 
 15.. 
 18.. 
 
 20.. 
 
 20.. 
 20.. 
 
 26.. 
 
 July 1.. 
 9.. 
 
 Soundings. 
 
 Fathoms. 
 80 
 30 
 36 
 
 27 
 18} 
 
 54~~ 
 50 
 
 212 
 
 230 
 55 
 
 58 
 
 80 
 
 29 
 21 
 M 
 12 
 12 
 
 148 
 16* 
 
 Character of bottom. 
 
 Crs. Gr. S. Sh. 
 
 Br. Sh 
 
 ...do 
 
 Gr 
 
 Br. Sh. Gr . . . . 
 
 FineS. 
 
 S. andSh.... 
 No specimen. 
 
 Gr. S . 
 
 Latitude 
 north. 
 
 Longitude 
 west. 
 
 o / 
 
 o / 
 
 64 15 
 
 53 46 
 
 66 50 
 
 54 17 
 
 67 06 
 
 54 22 
 
 67 21 
 
 54 29 
 
 67 48 
 
 54 30 
 
 68 12 
 
 54 30 
 
 70 23 
 
 55 04 
 
 74 07 
 
 58 22 
 
 74 09 
 
 58 24 
 
 75 00 
 
 59 50 
 
 75 52 
 
 67 32 
 
 76 47 
 
 70 35 
 
 Remarks. 
 
 No bottom. 
 
 One-fifth mile west Hare 
 Island. 
 
 Vessel tied up to ice. 
 Do. 
 
 Large berg aground 100 
 yards east of sounding. 
 
 Sounding between Hakluyt and Northumberland Island, about one-third 
 distant from Northumberland to Hakluyt. 
 
 Blk. Gr . 
 
 77 33 
 
 72 25 
 
 Numerous large bergs 
 aground. 
 
 These soundings were taken between Dalrymple and Wolstenholm Islands; 
 the first sounding i mile S. by W. } W. from S. end of Dalrymple Island, 
 and the last sounding about 2 miles ESE. from the S. end of Dalrymple. 
 Bearings were taken, but as the chart was found to be incorrect they 
 were not of much use. 
 
 No specimen . 
 S. and Sh 
 
 74 09 
 67 37 
 
 57 28 
 54 35 
 
 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- 
 
72 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 Lis 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. It affords me the 
 greatest pleasure to testify to the promptness, energy, and skillf ill- 
 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 bear personal 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 senseless skillful or less 
 competent than their commanding officers, so that if accident had 
 incapacitated the leaders the ships would have been left in able hands. 
 
 Their services were invaluable to the expedition, and I hold them 
 in the highest estimation professionally and personally. 
 
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GREELY RELIEF EXPEDITION. 73 
 
 Commander Coffin speaks in terms of high approbation of Lient. 
 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. 
 
 I am 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. E. H. Taunt and S. C. Lemly, and Ensign C. H. Harl 
 of the Thetis; Lieuts. J. C. Colwell, N. R. Usher, and Ensign L. 
 Reynolds, of the Bear, and Lieut. H. J. Hunt and Ensigns H 
 McClain, and A. A. Ackerman, of the Alert, were the watch o 
 cers of the respective ships. I mention them collectively, as the 
 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. 
 
 I 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. I am 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 
 
74 GKEELY 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. S. 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 is a 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. 
 
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GREELY BELIEF EXPEDITION. 
 
 75 
 
 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- 
 c u instances 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. 
 
 I 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 i*eport 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. S. SCHLEY, 
 Commander, U. S. Navy, 
 Commanding Greely Belief Expedition of 1884. 
 
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UNIVERSITY OF CALIFORNIA LIBRARY 
 
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