ward down the eastern edge of the Grand Banks to a point some 80 

 miles south of the Tail. From the last position northwesterly courses 

 were run past Cape Race and back into St. John's, Newfoundland, 

 that port being returned to at 9.20 a. m. on June 29, 1931. 



No ice was sighted and only one ice report was received from south 

 of the 50th parallel during the cruise. The southernmost ice consisted 

 of a growler which was reported on June 20 as being about 75 miles 

 west of Cape Race. It was doubtless the last remnant of the berg 

 that the General Greene had watched off Cape Race during a part of 

 the fourth cruise. A number of icebergs were reported as being in 

 the region about the Strait of Belle Isle, but most of the time the 

 General Greene was too far south of the above area to communicate 

 efficiently by radio with the ships that were passing through it. 



Because of the absence of any serious ice menace along the United 

 States or the Cape Race tracks, the General Greene was able to devote 

 full time and attention to the oceanographic program. This was in 

 distinct contrast with the four previous 1931 cruises, which had to 

 be devoted primarily to ice scouting and trailing. The vessel ran 

 1,521 sea miles during the fifth cruise and occupied 48 oceanographic 

 stations. These were distributed at properly spaced intervals along 

 the various course lines, so that a good dynamic current map could 

 be constructed. The crew became well trained at taking stations 

 during the cruise and all the oceanographic equipment functioned 

 satisfactorily. 



Fathometer soundings were taken at frequent intervals and numer- 

 ous wire soundings were made at shoal and moderate depth stations 

 to check up on the fathometer and its operators. These comparisons 

 gave consistent results, but, because of much foggy and overcast 

 weather, the exact location of the different soundings in most cases 

 is too doubtful to permit their use for hydrographic purposes. Thanks 

 to the fathometer, however, the uncertainty regarding the ship's posi- 

 tion was never so great as to impair the value of the dynamic current 

 map work that was accomplished. 



The weather during the first three days of the cruise was foggy. 

 The next three days, spent working southward along the eastern 

 edge of the Grand Banks, were in general overcast and rather stormy. 

 The next two, about the Tail of the Banks, were excellent. On the 

 last day, just before St. Johns was reached, the weather became 

 rainy and foggy again. 



Direct radio communication with the United States was possible 

 during the hours of darkness. Each night a message, giving the ship's 

 position and a summary of the day's ice reports, was sent off to 

 Coast Guard Headquarters in Washington. At the same time a 

 report on the local weather conditions was made in code to the 

 Washington office of the United States Weather Bureau. It was 



