its size, precipitous. It extends some
two miles in length and one mile in breadth.

The following day all the afterguard were turned on to shift coal. It
should be explained that up to this time the bunkers, which lay one on
the port and the other on the starboard side of the furnaces, had been
entirely filled as required by two or more officers who volunteered from
day to day.

We took on board 450 tons of Crown Patent Fuel at Cardiff in June 1910.
This coal is in the form of bricks, and is most handy since it can be
thrown by hand from the holds through the bunker doors in the boiler-room
bulkhead which after a time was left higher than the sinking level of the
coal. The coal to be landed was this patent fuel, and it was now decided
to shift farther aft all the patent fuel which was left, and stack it
against the boiler-room bulkhead, the coal which was originally there
having been fed to the furnaces. Thus the dust which was finding its way
through the floorboards, and choking the pumps, could be swept up, and a
good stow could be made preparatory to the final fit-out in New Zealand,
while the coal which was to be taken on board at Lyttelton could be
loaded through the main hatch.

In the meantime the gale which had sprung up six days before and
prevented us landing had died down. After leaving St. Paul we had let the
fires out and run under sail alone, and the following two days we ran 119
and 141 miles respectively, being practically becalmed at times on the
following day, and only running 66 miles.

By Tuesday night, September 27, we had finished the coaling, and we
celebrated the occasion by a champagne dinner. At the same time we raised
steam. Scott was anxious to push on, and so indeed was everybody else.
But the wind was not disposed to help us, and headed us a good deal
during the next few days, and it was not until October 2 that we were
able to set all plain sail in the morning watch.

This absence of westerly winds in a region in which they are usually too
strong for comfort was explained by Pennell by a theory that we were
travelling in an anticyclone, which itself was travelling in front of a
cyclone behind us. We were probably moving under steam about the same
pace as the disturbance, which would average some 150 miles a day.

From this may be explained many of the reports of continual bad weather
met by sailing ships and steamers in these latitudes. If we had been a
sailing ship without auxiliar