concourse of well-wishers, and after one or two stops and sniffs we
really got under way, and worked our loads clear of the Cape on to the
smoother stretch of sea ice, which improved steadily as we proceeded.
Hooper accompanied Lashly's car and I worked with Day.

A long shaft protruded 3 ft. clear each end of the motors. To the
foremost end we attached the steering rope, just a set of man-harness
with a long trace, and to the after end of the shaft we made fast the
towing lanyard or span according to whether we hauled sledges abreast or
in single line. Many doubts were expressed as to the use of the despised
motors--but we heeded not the gibes of our friends who came out to speed
us on our way. They knew we were doing our best to make the motors
successful, and their expressed sneers covered their sincere wishes that
we should manage to get our loads well on to the Barrier.

We made a mile an hour speed to begin with and stopped at Razorback
Island after 3 1/2 miles.

We had lunch at Razorback, and after that we "lumped," man-hauled, and
persuaded the two motors and three tons of food and stores another mile
onward. The trouble was not on account of the motors failing, but because
of a smooth, blue ice surface. We camped at 10 p.m. and all slept the
sleep of tired men. October 25 was ushered in with a hard wind, and it
appeared in the morning as if our cars were not going to start. We had
breakfast at 8 a.m. and got started on both motors at 10.45, but soon
found that we were unable to move the full loads owing to the blue ice
surface, so took to relaying. We advanced under three miles after ten
hours' distracting work--mostly pulling the sledges ourselves, jerking,
heaving, straining, and cursing--it was tug-of-war work and should have
broken our hearts, but in spite of our adversity we all ended up smiling