WORK OF THE CARNEGIE AND SUGGESTIONS FOR FUTURE SCIENTIFIC CRUISES 



PLYMOUTH, ENGLAND TO HAMBURG, GERMANY, JUNE 18 TO 22, 1928 



The Carnegie left Plymouth at 16h 30m, June 18, 

 being towed fifteen miles offshore until sails were set, 

 and with a fair wind proceeded up the channel all night. 

 The engine was operated the next day because of light 

 winds and calm. During the night of June 19, the Car- 

 negie passed through Dover Strait with favorable wind 

 and tide; fortunately there was no fog, and conditions 

 were excellent. Soon after leaving the Strait, however, 

 the wind hauled ahead, and it was necessary to operate 

 the engine almost continuously through the North Sea. 



After making successful landfalls along the Dutch 

 and German coasts approaching the Elbe River, and when 

 within three hours' sail of the mouth of the river, fog, 

 mist, and rain set in, making it impossible to sight the 

 two lightships which point the way to the mouth of the 

 Elbe. By keeping on and watching for the traffic route as 

 indicated by glimpses of steamers passing to southward 

 in the mist, the ship gradually headed up against the 

 strong flood tide and finally made out the pilot vessel 

 during a temporary lifting of the fog. The engine again 

 proved its value, taking the vessel up the river against 

 head winds and calms, until we met the tugboat (ordered 

 from Hamburg the previous night) while passing Borkum 

 Riff lightship. . 



Dr. H. U. Sverdrup of the Geophysical Institute in 

 Bergen, Norway, and Research Associate of the Depart- 

 ment, was on the dock to meet the party, and it was a 

 welcome sight to see the face of an old friend in a strange 

 country. The Carnegie reached dock at Hamburg on June 

 22 at 19h30m, a little over four days out of Plymouth. 



Surface tows were made and samples taken at thirty- 

 three stations in the English Channel, Dover Straits, and 

 the southern North Sea to the mouth of the Elbe River, 

 and analyzed for phosphates, H-ion concentration, and 

 salinity (fig. 19). Two surface tows also were made as 

 the vessel proceeded up the Elbe River to Hamburg. 

 Magnetic declination, inclination, and horizontal intensity 

 were determined at two sea stations between Plymouth 

 and the mouth of the Elbe River. 



We received a very enthusiastic welcome at both 

 Hamburg and Berlin. Much interest was manifested in 

 the program and equipment of the expedition by the offi- 

 cials and scientists of the Deutsche Seewarte in Hamburg 



and of the Institut fur Meereskunde and other organiza- 

 tions in Berlin and Potsdam. Every effort was made to 

 assist us with suggestions and advice and to complete 

 our equipment. To expedite matters, some equipment 

 was turned over to us at once from the supply on hand at 

 the Deutsche Seewarte and at the Institut fur Meeres- 

 kunde, a cooperation and assistance which was greatly 

 appreciated. 



During a brief visit to Berlin, the results and equip- 

 ment of the " Meteor " expedition were inspected, visits 

 were made to the various scientific organizations, and 

 an illustrated lecture was delivered before the assem- 

 bled scientists of Berlin and Potsdam. The magnetic 

 observatory at Potsdam was inspected during a brief 

 visit. 



Many visitors inspected the Carnegie and her equip- 

 ment during our stay in Hamburg, and we are much in- 

 debted to Vice-Admiral Dominik, President of the Deut- 

 sche Seewarte, and to Dr. K. Burath, in charge of mag- 

 netic work in the Deutsche Seewarte, for their kindness 

 and courteous assistance. Dr. H. U. Sverdrup, was of 

 chief assistance in completing our instrumental equip- 

 ment and in arranging our program, having come from 

 Bergen, Norway, especially to meet us. Drs. Defant and 

 Wust, of the Institut fur Meereskunde, were especially 

 active on our behalf during our visit to Berlin. 



Some ship and engine room repairs were made, the 

 vessel was dry-docked for repairs to sheathing, and the 

 winch was modified to hold 10,000 meters of piano wire 

 for securing bottom samples. The firm of Hartmann and 

 Braun installed six resistance thermometers, three dry 

 and three wet, two each at the top of the mainmast, at 

 the crosstrees, and in the shelter house on the main deck, 

 and mounted the recorder in the control room. 



Our stay in Germany was unusually profitable and 

 inspiring. To meet and consult with so many who were 

 enthusiastic about our program and prospects, and help- 

 ful with suggestions, and who indicated so strongly the 

 importance of the data we are securing, and who were so 

 keenly interested in the many problems we hoped to in- 

 vestigate, gave us a better view of the task before us, 

 and we came away with renewed enthusiasm. 



HAMBURG, GERMANY TO REYKJAVIK, ICELAND, JULY 7 TO 20, 1928 



The Carnegie left her berth at Hamburg, Germany, 

 about noon on July 7 under tow. When the mouth of the 

 Elbe River was reached, a strong head wind was blowing 

 so it was necessary to retain the tugboat for a tow of 

 twenty miles to sea to insure getting offshore safely. At 

 8h 30m, July 8, the engine was started and the towline 

 was cast off. By midnight it was possible to set the 

 square sails, so the engine was stopped and the vessel 

 proceeded on course through the North Sea, making good 

 progress on July 9, 10, and 11. The Shetland Islands 

 were sighted on the afternoon of July 11 and the Faroes 

 on the afternoon of July 12, both groups being passed to 

 the northward. 



Prevailing southwest winds prevented making the 

 southward loop between Iceland and the Faroes, as 

 planned, and the Carnegie stood off to the northwest to 

 cross the track of 1914 near the southeast corner of Ice- 

 land. This track was reached July 14 and then for six 



days head winds were met as the vessel fought her way 

 westward along the south coast of Iceland. The engine 

 again proved its value and was operated with the fore- 

 and-aft sails as often as conditions were favorable, for 

 a total of seventy-six hours during six days. Without the 

 engine it would not have been possible to make Reykja- 

 vik and at one time serious consideration was given to 

 proceeding to St. Johns, Newfoundland and omitting Ice- 

 land. As the wind shifted only between northwest and 

 southwest, it was necessary to tack or wear ship eleven 

 times. Usually when trying to make a headland or to 

 pass a definite and necessary point, the weather was bad 

 and visibility was obscured by mist and rain, making 

 navigation difficult and exacting, and entailing some risk. 

 The anchorage at Reykjavik was reached at 8h 30m on 

 July 20, the harbor being entered in the midst of rain 

 squalls and low hanging mist and fog. 



