ANDRÉE AND HIS BALLOON
[Illustration: THE DEPARTURE OF THE BALLOON.
Copyright Archibald Constable & Co.]
ANDRÉE AND HIS
BALLOON
By HENRI LACHAMBRE
and ALEXIS MACHURON
WITH COLOURED FRONTISPIECE AND
FORTY-FOUR FULL-PAGE ILLUSTRATIONS
FROM
PHOTOGRAPHS
Westminster
ARCHIBALD CONSTABLE & CO.
1898
BUTLER & TANNER,
THE SELWOOD PRINTING WORKS,
FROME, AND LONDON.
TO A. S. ANDRÉE
A FERVENT BELIEVER IN THE
AËRIAL CONQUEST OF THE NORTH
POLE WE DEDICATE THIS BOOK
H. LACHAMBRE
A. MACHURON
LIST OF ILLUSTRATIONS
PAGE
THE DEPARTURE OF THE BALLOON, 11TH OF JULY, 1897 _Frontispiece,
in Colours_
SALOMON AUGUSTE ANDRÉE 9
VIEW OF THE LOWER PART OF THE BALLOON 21
VALVES FOR WORKING THE BALLOON 27
THE BALLOON IN THE 96 FEET GALLERY OF THE CHAMP DE MARS EXHIBITION 35
START OF THE “VIRGO” FROM GOTHENBURG, 7TH OF JUNE, 1896 41
STAFF-OFFICERS OF THE EXPEDITION 47
THE FIRST FLOATING ICEBERGS 55
DANE’S ISLAND AND THE PIKE HOUSE 63
DANSK-GATT 69
ARRIVAL OF A GENERATOR 77
ARRIVAL OF A GAS GENERATOR 83
THE “EXPRESS”, THE “ERLINE JARL”, THE “VIRGO”, DEPARTURE OF THE
“VICTORIA” 91
DANE’S ISLAND 97
SMEERENBURG GLACIERS 103
THE “VIRGO”. AMSTERDAM ISLAND 109
ARRIVAL OF THE CAR 115
AN EXCURSION TO MAGDALEINA BAY 123
SOLAR OBSERVATIONS AT MAGDALEINA BAY 129
THE “VIRGO” DECKED FOR THE 14TH OF JULY FÊTE 135
STRINDBERG 141
THE CUPOLA OF THE BALLOON (TOP OF THE SHED) 147
THE BALLOON IN THE SHED DURING ITS DEFLATION 155
THE SHED AND THE BALLOON CASE 161
THE SWEDISH GUNBOAT “SVENSKSUND” 169
A LAPLANDERS’ CAMP 175
A WHALE 181
DEPARTURE FOR A HUNTING EXPEDITION 189
ON THE ICEBERGS 195
DANE’S ISLAND SEEN BY THE MIDNIGHT SUN 203
SHIPS AMONG THE ICE 209
THE BALLOON CASE IN THE ICE 217
LANDING THE CAR 223
VIEW OF THE APPARATUS FOR PRODUCING HYDROGEN GAS FOR THE BALLOON 229
PLACING A GENERATOR 235
THE GAS APPARATUS 243
SKETCH OF THE CONSTRUCTION OF THE HYDROGEN GAS-PRODUCING
APPARATUS 247
GETTING THE BALLOON CASE ASHORE 249
ON THE TOP OF THE BALLOON 257
THE INFLATED BALLOON IN ITS SHED, THE NORTHERN PART OF WHICH HAS
BEEN REMOVED IN ORDER TO FACILITATE ITS DEPARTURE 267
THE MEMBERS OF THE EXPEDITION 275
ON THE BRIDGE OF THE “SVENSKSUND,” MESSRS. FRAENKEL, ANDRÉE,
SVEDENBORG AND STRINDBERG 283
K. FRAENKEL 291
VIEW OF THE BALLOON TAKEN IMMEDIATELY AFTER ITS DEPARTURE 297
FACSIMILE OF ANDRÉE’S LAST MESSAGE 304
[Illustration: ANDRÉE
SALOMON AUGUSTE ANDRÉE.]
Introduction
On the afternoon of Sunday, the 11th of July, 1897, the balloon _Ornen_
left the port of Virgo, Spitzbergen, carrying in its car Messrs. Andrée,
Strindberg, and Fraenkel, the bold explorers, starting for the conquest
of the North Pole.
All the papers of the day were immediately filled with discussions in
various strains, pessimistic or favourable comments and prognostications,
articles full of hope or criticism,—each, in short, looking upon this
extraordinary expedition from its own point of view.
The first part of this bold enterprise is accomplished, and now we are
confronted with the terrible question: Where are they?
The comments took their usual course. However, towards the middle of
August we heard that one of the carrier pigeons belonging to Andrée’s
expedition had been killed, on the 22nd of July, by one of the seamen of
the fishing boat _Alken_, between the Spitzbergen North Cape and the
Seven Isles, in about 80° N. Lat. This pigeon carried a message, which
was confirmed, more than a month later, when the whaler _Alken_ returned
to Hammerfest; it was couched in the following terms:—
“_13th July_, 12.30 _p.m._, 82.2° _N. L._, 15.5° _E. Long._ Good progress
towards the north. All goes well on board. This message is the third
brought by a pigeon.—ANDRÉE.”
Andrée, therefore, appears to have despatched three pigeons in less than
three days, and the balloon seems to have covered, during this time, a
distance of scarcely 187½ miles—a fact which is accounted for by the calm
which reigned on the second day.
No other trustworthy news has since come to hand. Much noise was made
about a telegram originating from Krasnoïarsk in Siberia, which announced
that a balloon, believed to be Andrée’s, had been sighted on the 14th of
September, for some minutes, in the province of Jēnisseisk.
This message was rather vague. Supposing that the balloon remained in
the air for more than sixty days (which is still within the limits of
possibility), it ought to have crossed, in order to arrive at that point,
over 625 miles of inhabited land, without being perceived, which is
rather doubtful. On the other hand, Andrée would not travel such a long
way in regions where communications are comparatively easy and where
he would have been in perfect safety, without effecting a landing and
stopping on his journey.
Knowing the temperament of these heroes, who start with high courage
towards the unknown, in order to try to lift the veil which still hides
those mysterious regions from mortal eyes, and after having read the
narrative of the wonderful voyage of Nansen and his companions, shall we
despair?
Has not Andrée already been highly favoured by chance and accident? Has
he not already, in his career as an aeronaut, escaped from dangerous
situations in which many others, perhaps, would have perished? Let us
hope, then, that his lucky star will not forsake him, and that fortune,
which favours the brave, will bring back to us, victorious, the three
_savants_ who have a full claim to our unstinted admiration.
I may add that the preparatory stages of the expedition were very
troublesome; obstacles of all kinds, bad weather, and, in particular,
contrary winds, made two attempts futile. Only on the third attempt were
the explorers able to leave _terra firma_ finally and float in space
towards this inaccessible pole, the search for which has already cost
science so many illustrious lives.
In fact, a first expedition organized in June, 1896, went to Spitzbergen,
at which place a balloon and all the plant necessary for its inflation
were fitted up. But after a long wait for the south wind, which did not
come, the explorers were compelled to return to Europe, as the season was
too far advanced.
Now, before narrating the preliminaries of the second expedition and
commencing the story of our voyage across the polar sea, it seems
expedient briefly to recapitulate the history of the Swedish expedition
to which we have had the honour to belong, and to give some details as to
the construction of the aerial ship, and the work accomplished last year
on Dane’s Island.
An undertaking bristling with so many difficulties could not possibly be
carried through in an inhospitable country in a season which lasts barely
two months; and this fact the reader will be able to appreciate later on.
H. L.
The Engineer Andrée
BIOGRAPHICAL NOTES
Salomon-Auguste Andrée was born on the 18th of October, 1854, at Grenna,
a little town in the province of Smoiland. His father was a chemist. The
rather severe training received at the hands of their father, imbued
the children of the Andrée family at an early age with the spirit of
obedience and punctuality. Their father died some years ago, and their
mother, a distinguished lady, died in the spring of 1897.
After finishing his educational course young Andrée entered the
technical school, an institution exclusively intended for civil
engineers,—artillery and army engineers’ officers having a separate
Higher School. He chose the mechanical engineering section of the
school, and left it an engineer. He thereupon worked for some time (as
is frequently the custom in Sweden) as a simple mechanic in a workshop,
sharing in every respect the life of an ordinary workman. Later on, he
travelled abroad for purposes of study.
The knowledge he thus acquired, both theoretical and practical, procured
him the distinction of being appointed, at the early age of twenty-six,
assistant professor of pure and applied physical science at the technical
school.
At the age of twenty-eight, in 1892, he took part in a Swedish
meteorological expedition to Spitzbergen. He wintered there until the
next year, directing the experiments and observations on atmospheric
electricity.
In 1884, Andrée was appointed chief engineer to the Patent Office,—being
a newly created post,—and from 1886 to 1889 he occupied, at the same
time, a professor’s chair at the technical school of Stockholm.
However, his position at the Patent Office, being a post of the highest
importance, claimed all his time and energy, and Andrée found himself
obliged to resign the professorship.
But he could not give up the idea of scientific aerostation, a problem
which had always haunted his mind since his early youth.
The Swedish Academy of Science, which counts among its members famous men
like A. Nordensjold, G. Retzius, G. Mittaz-Leffler, the mathematician,
H. Hildebran and O. Montelius, the antiquarians, and others known and
esteemed by the learned world, turned their attention to Andrée’s
projects, and in 1892 he received from the Academy and the “L. J. Hjerta
Memorial Foundation,” a subvention for the purpose of undertaking
scientific aerial navigation—an honour which was unprecedented in Sweden.
From that time Andrée devoted himself to aerial navigation, and made his
first ascent at Stockholm in the summer of 1893.
He has since made a number of ascents for scientific purposes, some of
which were of a most perilous nature—one resulting in a disaster in the
Baltic. On another occasion he was carried from Gothenburg over the
Baltic, after having traversed the whole of Sweden. The reefs round the
Isle of Goëland presented the greatest difficulties to his landing. This
last attempt nearly cost Andrée his life; but these “little accidents”
were not calculated to discourage a man of his temperament.
He made several experiments at steering by means of a guide-rope and a
sail, and came to the conclusion that it would be possible to direct the
course of the balloon even while keeping it at a low altitude.
Thereupon, early in 1895, Andrée presented to the Academy of Sciences a
well matured project for exploring the regions of the North Pole with the
aid of a balloon; the start was to be made from Spitzbergen, where the
inflation of the balloon was to be effected. The estimated cost amounted
to about £7,177.
A National subscription was opened, which was completed in a few days by
four generous donors.
Mr. A. Nobel, of lamented memory, subscribed £3,588.
The King of Sweden, wishing to show the interest taken by him in the
expedition, gave £1,656.
Baron Dickson, well known for his liberality, also gave £1,656.
The sum was completed by Mr. R. Lamm and some other donors.
Mr. R. Lamm, moreover, undertook to supply all the mechanical part of the
various apparatus.
Having once settled the financial aspect of the question, Andrée made
several journeys all over Europe, in order to obtain personal interviews
with foreign scientific celebrities and gain them over to his views
concerning this bold enterprise. He visited, one by one, the aeronautical
establishments, procuring at the same time samples of the tissues
employed, and obtaining the opinions of various constructors.
Thereupon, on his return to Stockholm, he carefully tested the samples
which he had brought with him; he felt interested in the English and
German products, but gave preference to the French industry. Finally
his choice fell on Chinese Pongee silk, cemented together in double,
threefold, and fourfold layers, and varnished, this tissue having
been advocated and experimented with for several years past by M. H.
Lachambre, to whom Andrée entrusted the construction of the balloon on
condition that M. Lachambre should follow the expedition to Spitzbergen,
where the benefit of his experience would be at Andrée’s service.
The Aerial Vessel
DESCRIPTION OF THE BALLOON FOR ANDRÉE’S POLAR EXPEDITION, AND THE
APPLIANCES CONSTRUCTED AT THE AEROSTATIC WORKSHOPS OF VAUGIRARD.
After studying the question for a long time, Andrée finally decided to
give his balloon the cubical contents of 158,924 feet, and the shape of a
sphere terminating in a slightly conical appendage.
This sphere, fitted with two lateral regulating valves, one lower
automatic valve, and a “rending flap,” measures 22 yards in diameter, by
1,431 yards surface; it is enclosed in a net of hemp cord, terminating in
systems of “crow feet,” and suspending ropes attached to the car by means
of a “load ring.”
The upper part of the balloon is protected against rain and snow by a
varnished silk cover, the apex of which is fixed to the upper pole of
the envelope, and the lower margin to the meshes of the net.
THE ENVELOPE.—In making up the envelope, 600 pieces of best quality
Pongee silk, each from 18 to 19 yards long by about 18 inches wide, were
used. From each of these a piece was cut off which was tried in both
directions—that of the chain and that of the weft; then the pieces were
classified according to their strength, in order to be subjected to the
operation of cementing or joining together.
All these pieces, after being cemented together, were tried again before
being used. The trials were made by means of a Perreaux dynamometer,
with strips about 2 inches wide by 4 inches long, under the control of
Messrs. P. de Nordenfeld and Noël, engineers of the Nordenfeld Company,
to whom Andrée had entrusted the task of testing the materials used in
the construction of his balloon.
[Illustration: VIEW OF THE LOWER PART OF THE BALLOON.]
The tests gave the following results:—For double tissue, the breaking
strains varied from 5,291 lbs. to 7,936 lbs. per yard, for threefold
tissue from 6,854 to 12,125, and for fourfold tissue, made up of the
best single pieces found, from 13,227 to 15,873 lbs. per yard.
The minimum resistance demanded by Andrée was fixed at 2,204 lbs. per
yard and per single thickness of Pongee. This minimum was therefore
greatly exceeded.
The cemented pieces were classified according to their strength, for
distribution over the surface of the balloon as the strain demanded.
The upper part of the envelope is a disc 19 feet 8 inches in diameter,
formed by twenty-four widths of fourfold silk. The adjoining part,
consisting of threefold silk up to 13 feet 1 inch below the equator of
the sphere, is composed of forty-one zones made up of forty-eight widths
each.
The remainder of the balloon, down to the lower parallel, having a
diameter of 23 feet, is of double material, being made up of twenty-two
zones of forty-eight widths; and finally the lower part, including
the appendage, is of threefold silk, and consists of five zones of
forty-eight widths, and three zones of twenty-four widths each.
The portions made up of threefold and double Pongee are joined together
by an intermediate zone in which the various widths of material are
alternately made up, half of threefold and half of double tissue.
In each zone the various widths, or pieces of material, are identical in
shape; twenty-seven different templates had to be designed in order to
determine the exact shape of the various pieces or widths of material,
the total number of which is 3,360. The cutting out of these pieces
was effected with the aid of a cutting blade guided by a steel rule,
following the outlines of a template. At first those belonging to one and
the same zone were joined together, and the zones were then joined so
that the various pieces or widths overlapped each other in such a manner
as to give the balloon the aspect of a structure of bricks or freestone.
The cemented joints of the various pieces are ½ inch wide; they are then
sewn by a machine, with three seams made with fine silk in the double or
threefold material, and four rows of stitches in the fourfold material.
These joints or seams are then covered, outside and inside, with a
strip of single silk 1⅕ inches wide, cemented on with a special varnish
recently discovered by M. Lachambre.
The strips cemented by this new process have the double advantage
of rendering the seams impermeable and restoring to the joints the
resistance of which the stitching deprives them.
The varnish used for this cementing meets all requirements; it preserves
the natural suppleness of the material, is unaffected by the balloon
varnish, which has linseed oil for its basis, and is proof against water
and changes of temperature.
The tests made with the joints thus constituted, proved that their
resistance was greater than that of the adjoining parts, and Andrée,
who only desires an equal strength throughout, naturally was very well
satisfied with this result.
The seams are 4,811 yards long, with three or four rows of stitching,
representing a line of single stitching equal to a length of 15,310
yards, and the total length of the cemented strips is nearly 9,842 yards.
The two hemispheres of the balloon were first formed; their weight was
2,116 lbs., and before proceeding to the last equatorial closing seam,
they were given three coats of Arnoul’s varnish (the best balloon
varnish hitherto tried); a fourth coat being given after the two halves
had been joined together, on the premises of the “Palais du Champ de
Mars,” remaining from the 1889 Exhibition.
NET.—The net of the polar balloon is composed of 384 hemp cords, ⅙ inch
thick by 211 feet 7 inches long, each having a breaking strain of not
less than 873 lbs. (in the tests made the minimum result was 925 lbs.,
while the maximum was 1,190 lbs.).
Each cord is jointless; its two ends are fixed, at the upper pole, to a
cordage ring or crown measuring 26 inches in diameter and 2⅓ inches in
thickness. There are no knots in this net, the cords being interwoven at
their crossing points, one being passed through the other; it was in this
way that the “Henri Giffard” captive balloon was finished in 1878.
The crossing points are strengthened by ligatures of fine twine.
[Illustration: VALVES FOR WORKING THE BALLOON.]
The circumference of the net, all the way up, consists of 192 meshes,
the dimensions of which vary according to the area of the zone they are
to cover. These meshes, the number of which is no less than 19,000,
represent a length of twine amounting to nearly 16,404 yards.
The lower part of the net is formed by a system of three zones of
crowfeet or cringles, each zone reducing, by one-half, the number of
meshes composing the next upper zone.
The first row of crowfeet is mounted on thimbles of nickeled brass, the
second and the third on wooden pulley-blocks, having sheaves of lignum
vitæ; and forty-eight suspending cords, each fitted at its end with an
eye, complete the net and form points for tying it to the retaining ring
by means of toggles. These suspending cords have a diameter of ⁷⁄₁₀ inch,
and a bearing-strain of no less than 6,613 lbs.
The net thus constituted weighed 776 lbs. In order to preserve the
cordage from moisture it was impregnated with vaseline, except in the
upper part, which was covered with a projecting cover of varnished silk;
after this operation the weight of the net was 974 lbs.
Eight detachable equatorial cringles were fixed to the equator of the
net. They were to serve for holding up the balloon, and preventing it
from oscillating, in the shed which was to shelter it at Spitzbergen,
while awaiting a favourable wind for the departure of the expedition.
PROTECTING COVER.—A spherical _calotte_ of single silk, varnished with
four coats and vaselined, and having an area of 1,560 square feet, covers
the upper part of the balloon. It is finished in the same way as the
balloon, being composed of overlapping widths to the number of 720.
The seams, having a width of ¼ inch, are hooked together, and sewn
with two rows of stitching with silk thread. They are not covered with
cemented strips. Their total length is 656 yards.
The vertex of the protecting cover, of conical shape, is of double silk.
It rests on a small wooden structure, likewise of conical shape, the base
of which, placed on the material at the upper pole of the balloon, is
surrounded and held in place by the crown of the net.
The lower zone, terminating the protecting cover, is of double silk. Its
extreme edge is put round a hemp bolt-rope, ³⁄₁₀ inch in diameter, which
is sewn into the material; ninety-six eyes made above this bolt-rope are
intended to receive thongs for fixing the protecting cover to the meshes
of the net.
This protecting cover weighs 88 lbs. Its object is to protect the top of
the balloon against rain, and more especially to prevent incrustation
with snow between the meshes of the net.
VALVES.—The balloon has no valve at the top, because its action would
probably be affected by snow; but it is provided with two manipulating
valves, of equal dimensions, one being placed at the equator, and the
other one metre above the equator. These are at 150 degrees angular
distance from each other.
These valves, constructed on a system of Andrée’s, measure 9⅘ inches in
external diameter. Each is formed by a disc of aluminium bronze, 9 inches
in diameter, and under normal conditions rests on a circular piece of
walnut wood, but can be withdrawn therefrom by moving it along a screw
which occupies the centre. This movement is effected from the car of
the balloon by means of two cords for each valve, passing through the
interior of the balloon and issuing from it near the appendage through
four tubes, arranged in pairs.
Gas-tightness is obtained by a circular rubber band, against which the
outer margin of the valve disc rests. The orifice for the escape of
gas measures 7⅘ inches in diameter. In order to fix the valves to the
balloon, two openings, 7⅘ inches in diameter, are made in the material.
The margin around these openings is strengthened by collars, 19⅖ inches
in diameter, of threefold material, cemented and sewn on; the seat of
each valve is applied internally to the material of the balloon, the
margin of which is caught between two rubber bands, and thereupon pressed
against the seat by an external wooden hoop and bolts.
These valves do not present any external projection against which the
cord of the net might catch.
The automatic valve closing the appendage was suggested to Andrée by M.
Lachambre, and was adopted. It measures 39 inches in external diameter,
with a discharge orifice 34 inches in diameter. The valve disc, of
threefold Pongee silk, is 35⅘ inches in diameter. It is provided with two
glazed windows, in order to enable the aeronauts to inspect the interior
of the balloon. This disc, which is slightly conical, is fitted upon
a walnut-wood ring, which acts as a seat, in which it is held by the
traction of six spiral springs of steel wire, fastened on one side to the
end of the wooden spokes of the valve, and on the other side to the top
of a small frame fixed on the seat. The frame, mounted on the wooden ring
or crown, is formed by twelve nickeled steel tubes.
The valve is guided in its course by a central steel tube, sliding in
another tube, which serves as an axis for the frame. A small cotter
limits its action, the length of which is equal to one-half of the
radius of the discharge orifice. The joint is rendered gas-tight at the
periphery of the valve by means of a brass blade resting on a rubber band
stretched in a groove of the seat.
The valve commences to open under the action of an internal pressure
corresponding to ³⁄₁₀ inch water column. In order to fix it to the
balloon, it is placed in the interior of the appendage, the margin of
which, held between two rubber bands, is kept tight against the seat by
an external belt or ring of brass, fastened by bolts.
“RENDING FLAP.”—The rending flap is 4½ yards high, and has a surface
of 4⁷⁄₁₀ square yards. It is formed of threefold Pongee silk, and is
rectangular in shape, terminating in a curvilinear triangle, the point
of which is turned upwards. Its vertical axis is at an angular distance
of 105 degrees from each of the two manipulating valves; the lower base,
which is 35⅖ inches wide, reaches down to 19⅗ inches above the equator.
The seams joining the material of the “rending flap” to that of the
balloon are similar to the seams of the various widths, and are likewise
covered with cemented strips.
In the interior of the balloon the upper extremity of the “rending flap”
is of fourfold silk; its edge is put round a stick of hard wood, to which
a rope for pulling is fixed, by means of which the rent is made. This
rope descends to the car after having passed through the lower part of
the envelope, near the appendage, in a tube.
In order to make the rent with ease, which will require an effort equal
to a traction of about 220 or 250 pounds, Andrée intends to use a small
grapnel, which he will attach to the end of this rope and throw to the
ground at the proper moment.
[Illustration: THE BALLOON IN THE 96 FEET GALLERY OF THE CHAMP DE MARS
EXHIBITION.]
Thereupon the balloon will be emptied very rapidly, and all dragging
along the ground will be avoided, however violent the wind may be.
Of course Andrée will not make use of the “rending flap” until he is
travelling over hospitable regions and wishes to terminate his aerial
voyage and alight definitely.
BANDS FOR PROTECTION AGAINST WATER.— SUNDRY DETAILS.—Above the appendage,
at the parallels measuring 16 feet 4 inches and 22 feet 11 inches
respectively in diameter, there are fixed, by one of their edges, two
vertical circular bands nearly 4 inches high.
These bands are of single silk; their purpose is to form gutters for
carrying off any water which might run down the material of the balloon,
and thus protect the car in which the observers are stationed from rain.
In the interior of the appendage there is another band, differently
placed, forming a circular trough, intended to receive any water that
might result from a strong condensation of the gases contained in the
balloon, and thus prevent any accumulation of such water over the
automatic valve. Between the external band, of 16 feet 4 inches in
diameter, and the appendage, and facing the tube through which the
rending cord passes, the inflating nozzle, which is 19 feet 8 inches
long, is fixed.
The two cords which control each of the manipulating valves are worked
by pulling: one, being that which opens the valve, is painted blue; the
other, which closes it, retains the natural colour of the hemp.
The cord acting upon the rending flap is coloured red.
Along a meridian traced on the envelope coloured marks are made, with
figures indicating every 546 yards of cubic contents of the segment above
each mark. This will admit of the progress of inflation at Spitzbergen
being rapidly ascertained.
On two other meridians, suitably situated, are shown the positions for
the straps to support the sails with which the polar balloon is to be
provided.
THE CAR.—In the construction of the car, the use of iron or steel was
prohibited, so as to avoid interfering with the action of the magnetic
instruments. Its form is cylindrical, measuring two metres in diameter,
from centre to centre of its sides, which are of cane basket-work
mounted on a framework of chestnut-wood; eight handles of wicker-work are
attached to the cylindrical part, at a convenient height, to facilitate
the transport.
The bottom is strengthened by wooden crossbeams placed externally and
fastened to the basket-work by bolts and brass plates put on the inside.
The cylindrical part is truncated on one side, having a plane surface
which is to form part of an inclined plane intersecting the lower floor
of the car, and extending from this floor to midway up the cylinder, the
length of the chord formed by the plane intersecting the base being 51
inches.
When the balloon touches the ground, rolling of the car will be avoided
by this flat surface, which will rest and drag on the ground. Internally,
the upper margin of the side is fitted all round with about 100 cords
terminating in buckles or eyes. To these cords, which are passed through
the basket-work, instruments and various objects are to be attached. The
roof of the car is a disc or cover, likewise of basket-work, slightly
convex in order to prevent any accumulation of water. The margin of the
periphery of this cover forms a cavity into which the margin of the car
is inserted, thus preserving its peculiar shape. Cross-pieces of wood
fixed inside the cover or roof impart to it the necessary rigidity to
support the observers; entrance to the car and exit therefrom is effected
by means of a trap-door which moves on hinges.
Above the flattened part, the cylindrical side of the car is fitted
with two square windows with glass panes of 5¾ inches side; the bottom
of the car has two square openings of 7⅘ inches side, closed by wooden
trap-doors.
The car is covered with tarpaulin having openings corresponding to those
in the basket-work.
The tarpaulin of the roof forms a vertical rim 3⁹⁄₁₀ inches in width,
perforated with holes for draining off rain-water. The car is suspended
by six hemp ropes 1¹⁄₁₀ inch thick. Their respective strength is from
17,636 lbs. to 19,841 lbs. They are interwoven with the basket-work, and
joined together at the bottom of the car by a hexagon of rope.
[Illustration: START OF THE VIRGO FROM GOTHENBURG, 7TH OF JUNE, 1896.]
Above the roof they are joined to each other by five horizontal ropes
placed at equal distances and forming a kind of balustrade 3 feet 3
inches high, which was to be covered in later on either with tarpaulin or
some other enclosing material.
The thickness of these horizontal ropes is ⅕ inch, except the uppermost
rope, which is ³⁄₁₀ inch thick.
About 6 feet 6 inches above the roof, the hexagon formed by the six ropes
is drawn together by a hexagon of rope-work measuring 3 feet 3 inches
inside diameter.
The upper end of the suspending ropes terminates in an eye or loop
joining it to the ropes of the load ring.
On the circumference of the upper edge of the car six brass balls are
fastened, at equal distances from each other, forming the lower part of a
system of ball links which are to carry a structure intended to support
the scientific instruments. This structure was made at Stockholm under
the supervision of Andrée.
The fitting up and equipment of the car was also carried out under his
supervision.
The aeronauts will generally be on the flooring of the roof, for the
purpose of observations. The interior of the car forms their sleeping
apartment, where they will each rest in turn.
MARKS OF THE EXPEDITION.—All the articles comprising the aerostatic
equipment are marked with the words “ANDRÉE’S POLAR EXPEDITION 1896,”
which are branded upon wooden articles, engraved on metal articles, and
painted with a durable paint on the protecting cover, the envelope, the
tarpaulin of the car, and the ballast bags.
Some ropes of the net and the suspending rope are fitted with small
plates strongly fixed to them, on which the above mark is engraved.
The articles not affording sufficient space for the whole mark bear the
abridged mark “AÉE’S EXP 1896.”
The following articles were made at Stockholm; viz., the “load
ring” connecting the balloon with the car, the provision basket,
the guide-ropes, sails, etc., as well as the plant for making pure
hydrogen gas, a description of which will be found later on. Only the
gas conducting pipes, which are of silk, and the ballast bags, were
manufactured at Paris, being supplied from the Vaugirard factory.
EXHIBITION OF THE EQUIPMENT AND PLANT AT THE CHAMP DE MARS (Old Buildings
of the 1889 Exhibition).—The order for the articles described above
was given by Andrée to M. H. Lachambre at the end of December, 1895,
and delivery was to be effected between the 15th and 20th of May,
1896, failing which the contractor made himself liable to an enormous
progressive fine, in proportion to the number of days of delay, and
if delivery was not made before the 3rd of June the order could be
cancelled. But the work was executed within the stipulated time, and
towards the end of April the whole plant was conveyed to the Champ de
Mars, into the 30 m. gallery, in order to be examined there by the
Commission.
According to a clause of the agreement the envelope was to be inflated
with air, and before the last varnishing to be submitted to an internal
pressure equal to 3 inches water-column.
This trial took place on the 3rd of May, in the presence of Messrs.
de Nordenfeld, engineer of the Nordenfeld Company, Gaston Tissandier,
Colonel Renard and Commander Renard, managers of the Central
Establishment of Military Aerostation of Chalais-Meudon. The openings
of the balloon were provisionally closed; the valve in the appendage was
replaced by a wooden hoop covered by a disc of material containing a
glazed window, 7⅘ inches in diameter, thus permitting inspection of the
interior of the balloon. The latter was inflated by means of a ventilator
supplying about 70,633 cubic feet of air per hour.
Andrée’s experts, who had followed up the manufacture step by step,
then examined minutely all the parts, and declared the material to be
faultless, and quite in accordance with the desires expressed by Andrée.
After this examination, which showed that the envelope inflated with air
did not lose its contents to any appreciable extent, the balloon was
emptied, and was then given the last coat of varnish. This having been
done, it was again inflated for the purpose of drying.
The net suspended by the crown, in the centre of the central dome,
and with the suspending ropes attached to the balustrade of the first
gallery, presented the appearance of a vast tent, the summit of which was
131 to 164 feet above the ground.
[Illustration: STAFF-OFFICERS OF THE EXPEDITION.]
The car, the valves, and in short all the articles made at Paris were
exhibited at the Champ de Mars. A little balloon of 1,148 feet, fully
equipped, and inflated with air, suspended by the side of the polar
balloon, served for comparison. This exhibition, which was not arranged
with a view to profit, was thrown open to the public from the 10th to the
14th of May.
The 10th of May was reserved for special guests, and M. Félix Faure,
President of the French Republic, was the first visitor. He took much
interest in the various parts of the balloon, which he examined at
length, and in the details of its construction. He expressed his best
wishes for the success of this interesting expedition.
There were present at the same time as the President, M. de Nordenfeld,
Swedish engineer, M. Gaston Tissandier, Colonel Renard, and Commander
Renard, who had also watched the work in its various stages, and had
co-operated therein to a certain extent.
The Swedish colony was represented by M. Dué, minister plenipotentiary,
and Gustav Nordling, vice-consul.
Among the other guests were Messrs. Poubelle, Prefect de la Seine,
Admiral Sallandrouze de Larmornaix, General Mathieu, M. Decauville,
senator, M. Coulet, solicitor to the Swedish Legation, etc.
During the next four days over 30,000 persons came to see the _North
Pole_ balloon, and expressed their good wishes for the success of the
three bold Swedish explorers whose courage is universally admired.
A. M.
FIRST PART
_TWO MONTHS AT SPITZBERGEN_
I
The Departure
I left Paris on the night of the 2nd of June, 1896, to accompany Andrée
and his companions to Spitzbergen, as had been arranged. My mind was much
taken up with speculations as to the ultimate fate of the expedition, and
the responsibility I had undertaken weighed rather heavily upon me.
Without stopping at the various stages of my journey, Cologne, Hamburg,
and Copenhagen, though all of them very interesting towns, I arrived
at Gothenburg, where I was received by Captain Andrée, brother of the
explorer; and although much fatigued by forty hours’ railway and boat
travelling, my first visit was to the good ship _Virgo_, which was to be
my home for several months, and convey me towards the northern regions.
Andrée, who left nothing to chance, had chosen his vessel well, and his
brother superintended her loading and equipment.
When I arrived work was proceeding with feverish activity, and it is
almost impossible to conceive the quantity of goods which were stowed
away in this small vessel of 300 tons. I was present at the embarkation
of the barrows of sulphuric acid which had been brought from England.
We have a select crew, composed almost entirely of engineering students
from the technical school of Stockholm, and officers who have taken
berths as ordinary sailors in order to follow the expedition; one can
see that there will be no more lack of brave and generous hearts than of
scientific heads.
On the morning of the 5th of June, the three explorers arrived from
Stockholm. At night a grand fête brought us together at Baron Dickson’s,
one of the generous promoters of the enterprise.
_Saturday evening, 6th of June._—Popular fête at Lorensburg Park;
numerous speeches and enthusiastic toasts; reading of telegrams and
kind wishes for the success of the expedition. The tables are adorned
with magnificent bouquets of natural flowers enclosed in pyramids of
ice. The effect is most picturesque, and this is certainly an idea
which has never yet suggested itself, as far as I know, to the minds of
the managers of our great culinary establishments; I now give them the
benefit thereof. What can be more attractive than the picture of flowers
and chandelier-lights reflected in these miniature icebergs?
_Sunday, June 7th._—I arrived at the port at 8 a.m. The _Virgo_ has been
dressed in her gala bunting; her masts are resplendent with many-hued
streamers. At the stern proudly floats the splendid silk flag presented
by the ladies of Gothenburg. The deck is adorned with flowers and
ribbons; I am touched at the sight of my national colours.
All the vessels in port are dressed with bunting, and crammed with
spectators. An army of photographers, who all have their cameras pointed
at the _Virgo_, are preparing to immortalize the vessel as she now
appears.
The launches and all the boats, large and small, are making the _Virgo_
their rendezvous. The rest of the population is on the quays and the
neighbouring buildings.
M. Vieillard, a friend, who came to accompany me, left me at nine
o’clock; we arranged to meet at Spitzbergen.
I saluted Baron Dickson, his daughter and his niece, who were on the
quay. His son came to the _Virgo_ to shake hands, and wish me a good
voyage.
The three explorers also arrived with their friends crowding round them.
The partings were very touching, and the emotion, in which all present
shared, reached its height when precisely at ten o’clock the signal for
starting was sounded.
The _Virgo_ is slowly moving.
The enthusiasm becomes indescribable. An immense hurrah, four times
repeated, is volleyed from every panting breast. Handkerchiefs and hats
are waved frantically, the cheers burst forth with redoubled vigour.
Andrée, Ekholm, and Strindberg, appear at the bulwarks with their
bouquets and their ribbons: they signal their adieux and acknowledge
ours.
[Illustration: THE FIRST FLOATING ICEBERGS.]
Then we, too, have our share in this grand and most impressive
manifestation.
The flag of the _Virgo_ dips by way of salute, and then rises again, and
at this moment the _cortége_ of vessels and boats forms up around our
vessel, which has progressed a little towards the open sea.
Something like a hundred boats follow in our wake. On several of them
bands are playing, and a regular procession commences. Those who have no
boats follow along the quays; it is a veritable tide of human beings.
A few inevitable collisions occurred between some of the impetuous small
craft, but most happily no serious accident is to be regretted.
The sun is shining gloriously; the sky, too, has put on its festive garb,
and seems desirous of encouraging the bold explorers leaving for the
conquest of the North Pole.
We are now out in the open sea.
At one o’clock we are assembled on the quarter-deck, and the
introductions commence:—
Herr Andrée, former pupil of the higher technical school of Stockholm,
Director of the Patent Office, and commander of the expedition;
Herr Ekholm, doctor of natural philosophy, chief of the Meteorological
Office of Stockholm;
Herr Strindberg, former student of Upsala University, second master at
the Free University of Stockholm;
Herr Svante Arrhénius, hydrographer, chief of the Stockholm University,
professor of natural philosophy;
Herr Grumberg, naturalist, master at the Stockholm University, higher
school;
Dr. Carl Ekelund, physician to the expedition;
Captain Hugo Zachau, commander of the _Virgo_, which ordinarily plies
between Gothenburg and Hull.
Nor must we forget the stewardess Charlotte, a complaisant Swede, wearing
a coquettish little white toque, of the comic-opera style, trimmed with a
pretty ribbon bearing the badge of the expedition. This charming person
made me three pretty curtsies, and an acquaintance was soon formed
between us. It is she who will wait on us at table. She seems much at
her ease on board the _Virgo_, and she has better sea-legs than I have.
She has made a napkin ring with ribbons for each of us; mine bears the
French colours. She is, moreover, very amusing. There is also the cook,
who excels in the preparation of _omelettes aux anchois_—but I must not
anticipate.
After the introductions we taste the brandy and whisky; we drink toasts
for the success of the polar expedition; then several speeches are made.
At three o’clock we assemble for dinner in the dining saloon. The captain
does the honours at the table; he is a jolly amphitryon, and robust both
physically and morally. The meal passed off very gaily.
I was seated near Strindberg and Professor Arrhénius, with whom I can
speak in my own language, and also learn a few words of Swedish. This,
in fact, is simply by way of retaliation, as I have been appointed
“professor of the French language” by acclamation.
We take our coffee on deck, smoking delicious Havannahs presented to the
expedition. Gently cradled by the waves, I abandon myself to revery. How
many things I have seen since my departure, and how far away from home I
am already! Nevertheless, I have only reached the first stage, and much
excitement is still in store for me.
I have taken possession of my cabin, which adjoins the kitchen and dining
saloon, and am settling down there as comfortably as possible, but not
without difficulty, as the place allotted to me is very small.
At eight o’clock the dinner bell once more unites us round the table, and
the evening is spent in frankest cordiality. The voyage commences very
promisingly.
II
Out at Sea
_June 8th, 1896, 10.30._—We have been under way for twenty-four hours; we
are in sight of Norway, off the Forsund, at a distance of nine miles from
the coast, but the mist prevents us from seeing very far. The fir-clad
mountains are vaguely outlined to our right, and the _Virgo_ is heading
due north-west. There is nothing for us to do but take life as it comes.
I commence my diary in my cabin. The sea, though a little rough, has not
yet troubled me. Andrée alone has already paid his tribute.
_Tuesday, June 9th, Coasts of Norway._—Sea rough, general discomfort,
moral prostration; I am unable to write. The _Virgo_ rolls heavily. At
the present moment, 6 p.m., it is as light as at midday.
_Wednesday, June 10th, 6.30._—The temperature has gone down considerably;
we have crossed the polar circle. A steamer has kept company with us
this morning at a distance of 7½ miles on our port side. Sea rough.
_Thursday, June 11th, 10 a.m._—In sight of the Loffoden Islands; sky
overcast; some few rays of the sun; sea smoother; the vessel still rolls.
_Friday, June 12th, 9.30._—At last we are in the straits which lead to
Tromsö. I was so ill to-night that I should have thrown myself into the
sea had I forgotten, for one moment, my duty and my family.
[Illustration: DANES ISLAND AND THE PIKE HOUSE.]
At 11 p.m. I sent for the doctor; it seemed to me that I was going to
die all alone in my narrow cabin. He ordered me champagne and sleep.
Charlotte, the stewardess, brought me some oranges, and took off my
boots, which I had not had the courage to take off for four days. Oh,
Charlotte, my fair Scandinavian maid, with your clear eyes, your engaging
smile, your gay face, and your lithe but robust physique, how you must
have pitied “the French gentleman,” as they called me, who but the other
day was so nimble, so sure of himself to all appearance, and who has
suddenly become more inert and helpless than an old cap that has been
cast away by the skipper!
And in spite of the horrible tortures I suffered, I was vaguely conscious
of the strange humour of the situation of having my boots removed by
dainty female hands better adapted for millinery than for such a rough
task.
Have you ever been sea-sick? If you have, you will understand me. How
well I then understood what is narrated of Cicero, who, having taken
refuge on board a vessel in order to escape the assassin sent out for him
by Marc-Antony, preferred returning to Gaeta, to face the death which he
feared, to enduring any longer the tortures of sea-sickness.
The bay bristles with high granite mountains with snow-capped summits.
The _Virgo_ makes signals for a pilot, who is a long time coming; she
stops from five o’clock to nine awaiting him, and strange to say, when
the noise of the engine ceases we have a feeling of sadness. It is as if
something was wanting from our lives.
At last, at half-past nine the much-wished-for pilot arrives, and the
_Virgo_ resumes her route towards Tromsö, the promised land.
We are now floating on a lake whose banks are clad with verdure. I behold
with some amount of pleasure the objects surrounding me.
What a contrast! On the right a group of well-built, brick pilots’
houses, on the mountain slope, facing the sea. Heavy cumuli cover the
summits of the rocks; above, the sky is of a pure blue, and the bright
sun pours floods of golden light over the landscape.
On the left there is a church standing all alone, the rendezvous of the
fishermen who inhabit the coast in summer.
The sailors are getting ready the boat which is to set us ashore, as
there is no quay at Tromsö, and the _Virgo_ will remain at anchor in the
roads.
The bay is getting narrower and villages succeed each other, with
telegraph lines on both banks. Numerous Norwegian fishing boats are
ploughing the sea. The air is pure and dry.
The _Virgo_ glides majestically over the waves like a large bird. The
landscape becomes animated and really fairy-like.
At eleven o’clock we sight Tromsö with its steeple, its wooden houses
and villas rising in tiers one above the other on the slope of a very
fertile mountain. The pilot is still steering the _Virgo_. Objects appear
larger and more distinct; there is the harbour, with its vessels at
anchor.
At ten minutes past one we arrive opposite Tromsö. We drop anchor at
about five furlongs from the shore. As I have already mentioned, there is
no landing stage. We are already surrounded by several boats. There is M.
Aagaard, the consul, coming to welcome us. Then the telegraph messenger
appears, to hand Andrée a package of telegrams. Lastly there are the
friends of the explorers, and the members of the Geological Commission,
who are going to travel with us as far as the Ice-Fjord.
We take a seat in a boat which puts us ashore in a few minutes.
_June 14th._—We left Tromsö at 1 a.m. in splendid weather. The farewells
of the inhabitants, who came flocking in crowds to cheer us, were very
touching, and the _Virgo_ resumed her course towards the north.
The sun was shining so brilliantly, as I have said, that I could
scarcely realize whether it was midday or midnight.
Although less solemn than at Gothenburg, our departure was very
imposing. The whole town was assembled on the quays, and all the boats
of the port were formed in line to do us homage. There were tourists in
steam-launches and fishing boats. In short, the whole populace of Tromsö
had made a point of being there to wish us God-speed.
In the boats there were many well-dressed ladies; in one boat,
in particular, there were five females frantically waving their
handkerchiefs to the sailors.
Then Tromsö receded into the background, and will soon be nothing to us
but a memory, a vision looked back to with regret.