During and after the examination all the panelling and insulation was removed, the parts attacked by fungus or decay were also removed, and the woodwork coated with carbolineum or tar. The masts and various stores and fittings were taken ashore at the same time.
It was found that the rest of the vessel-that is, the whole of the lower part of the hull right up to the cabin deck-was perfectly sound, and as good as new. Nor was there any sign of strain anywhere. It is difficult to imagine any better proof of the excellence of the vessel's construction; after two protracted expeditions to the most northern regions to which any ship has ever penetrated, where the vessel was often exposed to the severest ice-pressure, and in spite of her being (in 1907) fifteen years old, the examination showed that her actual hull, the part of the ship that has to resist the heavy strain of water and ice, was in just as good condition as when she was new.
The vessel was then left in this state until, as already mentioned, Roald Amundsen and her builder, Colin Archer, came down to the dockyard on June 1, 1908, and with the necessary assistance made an examination of her.
After some correspondence and verbal conferences between Roald Amundsen and the dockyard, the latter, on March 9, 1909, made a tender for the repairs and alterations to the Fram. The repairs consisted of making good the damage to the topsides referred to above.
The alterations were due in the first instance to the circumstance that the steam-engine and boiler (the latter had had its flues burnt out on Sverdrup's expedition) were to be replaced by an oil-motor; as a consequence of this the coal-bunkers
would disappear, while, on the other hand, a large number of oil-tanks, capable of containing about 90 tons of oil, were to be put in. It was also considered desirable to rig square-sails on the foremast in view of the great distances that were to be sailed on the proposed expedition.
The present arrangement of the vessel will best be followed by referring to the elevation and plan (Figs. 1 and 2).
In the extreme after-part of the lower hold is placed the 180 horse-power Diesel engine, surrounded by its auxiliary machinery and air-reservoirs.
In addition, some of the tanks containing the fuel itself are placed in the engine-room (marked O); the other tanks shown in the engine-room (marked 9) serve for storing lubricating oil. The existing engine-room was formerly the engine and boiler room, with coal-bunkers on both sides in the forward part. Forward of the watertight bulkhead of the engine-room we have, in the lower hold, the main store of oil-fuel, contained in tanks (marked O) of various sizes, on account of their having to be placed among the numerous diagonal stays. The tanks are filled and emptied by means of a pump and a petroleum hose through a manhole in the top, over which, again, are hatches in the deck above; no connecting pipes are fitted between the different tanks, for fear they might be damaged by frost or shock, thus involving a risk of losing oil. The main supply tank for fuel is placed over the forward side of the engine-room, where it is supported on strong steel girders; inside this tank, again, there are two smaller ones -- settling tanks --
from which the oil is conveyed in pipes to the engine-pumps. The main tank is of irregular shape -- as will be seen from the drawing -- since a square piece is taken out of its starboard after-corner for a way down into the engine-room.
Besides this way down, an emergency way leads up from the engine-room, right aft, to one of the after-cabins. The oil hold is closed forward by a watertight bulkhead, which goes up to the main-deck. The hold forward of the oil-supply is unaltered, and serves for stowing cargo (mainly provisions), as does the hold above the oil-supply and below the main-deck.
On the main-deck right aft we now find a space arranged on each side of the well for the propeller and rudder; the lower part of this space is occupied by two tanks for lamp-oil, and above the tanks is a thin partition, which forms the floor of two small sail-rooms, with hatches to the deck above. Around the mizzenmast is the after-saloon, with eight cabins leading out of it. From the forward end of the after-saloon two passages lead to the large workroom amidships. These
passages run past what were formerly coal-bunkers, but are now arranged as cabins, intended only to be used in milder climates, as they are not provided with any special insulation. From the port passage a door leads to the engine-room companion. In the after-part of the large workroom is the galley. This room is entirely lined with zinc, both on walls and ceiling (on account of the danger of fire), while the deck is covered with lead, on which tiles are laid in cement.
Forward of the galley is the main hatch, and two large water-tanks are fitted here, one on each side. The remainder of the workroom affords space for carpenter's benches, turning-lathes, a forge, vices, etc. From the workroom two doors lead into the fore-saloon with its adjoining cabins. Amundsen's cabin is the farthest forward on the starboard side, and communicates with an instrument-room. From the fore-saloon a door leads out forward, past a sixth cabin.
In the space forward on the main-deck we have the fore-hatch, and by the side of this a room entirely lined with zinc plates, which serves for storing furs. Forward of the fur store is fitted a 15 horse-power one-cylinder Bolinder motor for working the capstan; the main features of its working will be seen in the drawing. There are two independent transmissions: by belt and by chain. The former is usually employed. The chain transmission was provided as a reserve, since it was feared that belt-driving might prove unserviceable in a cold climate.
This fear, however, has hitherto been ungrounded.
Forward of the motor there is a large iron tank to supply water for cooling it. In the same space are chain-pipes to the locker below and the heel of the bowsprit.
This space also serves as cable-tier.
On the upper deck we find aft, the opening of the rudder-well and that of the propeller-well, covered with gratings. A piece was added to the lower part of the rudder to give more rudder area.
Forward of the propeller-well comes the reserve steering-gear, almost in the same position formerly occupied by the only steering-gear; the ordinary steering-gear is now moved to the bridge. The old engine-room companion aft is now removed, and forward of the after-wheel is only the skylight of the after-saloon.
Up through the latter comes the exhaust-pipe of the main engine. Forward of and round the mizzenmast is the bridge, which is partly formed by the roofs of the large chart-house and laboratory amidships and the two houses on each side. The chart-house occupies the place of the old boiler-room ventilator, and abuts on the fore-deck. (It is thus a little aft of the place occupied by the chart-house on
Nansen's expedition.) It is strongly built of timbers standing upright, securely bolted to the deck. On both sides of this timber work there are panels, 2 inches thick on the outside and 1 inch on the inside, and the space between is filled with finely-divided cork. Floor and roof are insulated in a similar way, as is also the door; the windows are double, of thick plate-glass. Inside the chart-house, besides the usual fittings for its use as such, there is a companion-way to the engine-room, and a hatch over the manhole to the main supply tank for oil-fuel.
The opening in the deck has a hatch, made like the rest of the deck (in two thicknesses, with cork insulation between); the intention is to cut off the engine-room altogether, and remove the entrance of this companion during the drift in the ice through the Polar sea. The side houses are constructed of iron, and are not panelled; they are intended for w.c. and lamp-room. On the roof of the chart-house are the main steering-gear and the engine-room telegraph. On the port side, on the forward part of the after-deck, a Downton pump is fitted, which can either be worked by hand or by a small motor, which also serves to drive the sounding-machine, and is set up on the after-deck. Forward of the starboard side house is the spare rudder, securely lashed to deck and bulwarks. On each side of the chart-house a bridge leads to the fore-deck, with ways down to the workroom and fore-saloon. On the fore-deck, a little forward of the mainmast, we find the two ship's pumps proper, constructed of wood. The suction-pipe is of wood, covered on the outside with lead, so as to ]prevent leakage through possible cracks in the wood; the valves are of leather, and the piston of wood, with a leather covering. The pump-action is the usual nickel action, that was formerly general on our ships, and is still widely used on smacks. These simple pumps have been shown by experience to work better than any others in severe cold.
The fore-deck also has skylights over the fore-saloon, the main and fore hatches, and finally the capstan. This is of the ordinary horizontal type, from Pusnes Engineering Works; it is driven by the motor below, as already mentioned. The capstan can also be used as a winch, and it can be worked by hand-power.
The Fram carries six boats: one large decked boat (29 x 9 x 4 feet) -- one of the two large boats carried on Nansen's expedition -- placed between the mainmast and the foremast, over the skylight; three whale-boats (20 x 6 feet), and one large and one small pram; the two last are carried on davits as shown in the drawing. One of these whale-boats was left behind on the Ice Barrier, where it was buried in snow when the ship left. It was brought ashore that the wintering party might have a boat at their disposal after the Fram had sailed.
For warming the vessel it is intended to use only petroleum. For warming the
laboratory (chart-house) there is an arrangement by which hot air from the galley is brought up through its forward wall.
The vessel was provided with iron chain plates bolted to the timbers above the ice-skin. The mizzenmast is new. There was a crack in the beam that forms the support for the mizzenmast; it was therefore strengthened with two heavy iron plates, secured by through-bolts. Two strong steel stanchions were also placed on each side of the engine, carried down to the frame-timbers. The old mizzenmast has been converted into a bowsprit and jib-boom in one piece. There are now standing gaffs on all three masts. The sail area is about 6,640 square feet.
All the cabins are insulated in the same way as before, though it has been found possible to simplify this somewhat. In general the insulation consists of: 1. In the cabins, against the ship's side and under the upper deck, there is first a layer of cork, and over that a double panelling of wood with tarred felt between.
2. Above the orlop deck aft there is a layer of cork, and above this a floor of boards covered with linoleum.
3. Under the orlop deck forward there is wooden panelling, with linoleum over the deck.
Bulkheads abutting on parts of the ship that are not warmed consist of three thicknesses of boards or planks with various non-conducting materials, such as cork or felt, between them.
When the vessel was docked before leaving Horten, the zinc sheathing was removed, as already stated, since fears were entertained that it would be torn by the ice, and would then prevent the ice from slipping readily under the bottom during pressure. The vessel has two anchors, but the former port anchor has been replaced by a considerably heavier one (1 ton 1 1/2 hundredweight), with a correspondingly heavier chain-cable. This was done with a special view to the voyage round Cape Horn.
In order to trim the ship as much as possible by the stern, which was desirable on account of her carrying a weather helm, a number of heavy spare stores, such as the old port anchor and its cable, were stowed aft, and the extreme after-peak was filled with cement containing round pieces of iron punched out of plates.
Along the railing round the fore-deck strong netting has been placed to prevent the dogs falling overboard. For the upper deck a loose wooden grating has been made, so that the dogs shall not lie on the wet deck. Awnings are provided over the whole deck, with only the necessary openings for working the ship. In this way the dogs have been given dry and, as far as possible, cool quarters for the voyage through the tropics. It is proposed to use the ship's spars as supports for a roof of boards, to be put up during the drift through the ice as a protection against falling masses of ice.
The Fram's new engine is a direct reversible Marine-Polar-Motor, built by the Diesel Motor Co., of Stockholm. It is a Diesel engine, with four working and two air-pump cylinders, and develops normally at 280 revolutions per minute 180 effective horse-power, with a consumption of oil of about 7 3/4 ounces per effective horse-power per hour. With this comparatively small consumption, the Fram's fuel capacity will carry her much farther than if she had a steam-engine, a consideration of great importance in her forthcoming long voyage in the Arctic Sea. With her oil capacity of about 90 tons, she will thus be able to go uninterruptedly for about 2,273 hours, or about 95 days. If we reckon her speed under engine power alone at 4 1/2 knots, she will be able to go about 10,000
nautical miles without replenishing her oil-supply. It is a fault in the new engine that its number of revolutions is very high, which necessitates the use of a propeller of small diameter (5 feet 9 inches), and thus of low efficiency in the existing conditions. This is the more marked on account of the unusual thickness of the Fram's propeller-post, which masks the propeller to a great extent. The position of the engine will be seen in Fig. 1. The exhaust gases from the engine are sent up by a pipe through the after-saloon, through its skylight, and up to a large valve on the bridge; from this valve two horizontal pipes run along the after side of the bridge, one to each side: By means of the valve the gases can be diverted to one side or the other, according to the direction of the wind, Besides the usual auxiliary engines, the main engine drives a large centrifugal bilge-pump, an ordinary machine bilge-pump, and a fan for use in the tropics.
When the Fram left Christiania in the spring of 1910, after taking her cargo on board, she drew 17 feet forward and 19 feet 5 inches aft. This corresponds to a displacement (measured outside the ice-skin) of about 1,100 tons. The ice-skin was then 12 1/2 inches above the waterline amidships.
APPENDIX II: Remarks on the MeteorologicalObservations at Framheim
By B. J. Birkeland
