CHAPTER XXI 

THE CAMPAIGN OF 1907 

    Returning to Paris in the autumn it was with the determination to enlarge and improve the America for the campaign of 1907. To make sure that the envelope of the balloon was still in good condition, I had it inflated with ordinary coal gas in the Galerie des Machines of the old Exposition Buildings. That fall the James Gordon Bennett balloon race cup was won by Lieut. Lahm of the American Army, with Major Hersey as his aide, they making a fine voyage from Paris almost to the coast of Scot­land. Through Lieut. Lahm's father, F. S. Lahm, I was able to employ as chief mechanic in rebuilding the airship, Melvin Vaniman, an American who had been associated with Mr. Lahm in aeroplane experimentation. Vaniman proved to be a splendid mechanic, and for the first time I felt that I could prepare designs and make plans with a reasonable degree of cer­tainty that they would be executed. 

    Vaniman himself suggested the idea of the V-shaped car of steel tubing and solid wire stays, and I added the plan of making the backbone or apex of this car a long, staunch steel reservoir for holding the gasoline to be carried on the trip. The car as thus perfected proved to be a me­chanical and practical success, and we have held to that design in all our work. The balloon was lengthened from 165 to 185 feet, adding nearly 2000 pounds to the lifting force, and bringing the total lift of the America up to nearly 19,000 pounds. The steel car suspended by steel suspension cables underneath was 115 feet in length, and 12 feet in width at the top, the whole being enclosed with oiled silk, making a long and roomy cabin. Many other improve­ments were added ; and, to familiarize myself with work in the air I renewed the voyages in free balloons which I had begun the previous spring, greatly enjoying the trips over beautiful France—and if you want to realize how truly beautiful rural France is, see it from a balloon sailing along at an altitude of two or three thou­sand feet. Ballooning is a most delightful sport, being free from the nerve-racking vibra­tion and anxiety which one feels in a motor-driven ship. 

     On one of these balloon trips, Mr. F. S. Lahm being the pilot, we encountered a wind and rain­storm while over the Seine, just after we had started, and for a time it looked as if we were going to get a ducking in the river or be dashed against the buildings which lined its banks. But with extraordinary skill Mr. Lahm managed to make a safe descent in the yard of a stone mason —a yard where there was just space enough be­tween the walls for the balloon to come down. 

     In June, 1907, we were on our way north again, and at Tromso once more embarked upon the old Frithjof, all arrangements having been made for us by our agent, Consul Andreas Aagaard, who has been my business representa­tive in Norway in five Arctic campaigns; and a man of most excellent business judgment he is, as well as a delightful companion and faith­ful friend. 

     Arriving at Camp Wellman late in June we found all well. Felix Riesenberg, Paul B j oer­vig and Morton Oliasen had passed a comforta­ble winter. Groundless proved our fears that the' framework of the balloon house had been destroyed by gales. With an early start, we felt sure of being able to get the America ready for her trial voyage in the latter part of July. This expectation would have been realized had not the summer proved to be the stormiest known in Spitzbergen for thirty years, according to the testimony of the masters of sealing vessels which go every midsummer to those waters. July 4th the balloon house was partly wrecked by a gale, and for four weeks we struggled to save the re­mainder of the structure from destruction—a struggle which whitened the hair of more than one of us. For weeks I tried to sleep where my anxious ears could hear the ticking of a registering apparatus electrically connected with the anemometer outside, and unfortunately learned to know the velocity of the wind by counting the ticks. When the ticks came faster and faster, indicating stronger winds, my nerves could stand it no longer. Out of bed I jumped, and ran to see if the precious balloon house was still standing, often finding it necessary to sum­mon the entire force to renew the fight. Thus it went night after night and week after week. 

     But at last, near the middle of August, the America was ready for her first voyage in the air. Then ensued a long wait while gale after gale swept over the islands. We were impatient to be off. The big ship also seemed eager to try her wings in the element for which she had been designed, as she constantly strained at her leashes and set up such violent swaying to and fro under the influence of the air currents which crept in the cracks of the building that at times we doubted our ability to hold her fast, even with the strong cables with which she was secured. 

     The America as she stands is the second largest airship in the world, second in size only to the Zeppelin. She is twice the size of the excellent ships built by the Engineer Julliot for the French army—La Patrie and La Repub­lique—and thirteen times larger than the Bald­win ship purchased by the United States govern­ment. The America is 185 feet in length; greatest diameter, 52 feet; volume, 258,500 cubic feet; total lifting force, at sea level, 19,000 pounds; weight of triple-tissue, caoutchouc­coated balloon-envelope, 3,600 pounds; weight of steel car, 115 feet long, and containing a steel gasoline reservoir of like length, 18 inches in diameter, and capacity of 1,200 gallons, 8,500 pounds. Engine, Lorraine-Dietrich 70-80 horsepower, driving two steel screws each 11 feet in diameter. Aboard also were ten sledge-dogs, sledges, small boat, all the accoutrements of a sledging party, provisions for the crew for 10 months, repair tools and materials, 250 pounds of lubricant, 300 pounds of fresh water, and 5,750 pounds of gasoline for the engine. 

     While waiting for favorable weather for a trial trip and start, I wrote the following mem­oranda on the plan of the voyage: 

     "To achieve success it is only necessary for the America to carry us somewhere near to the Pole, because, as already explained, we go prepared to do the remainder of the work and the return journey by sledging. The America can pro­ceed with her engines for 120 hours at a rate of 18 miles per hour. The average wind of the polar ocean in July and August is 10 miles an hour. If we were so unfortunate as to have a wind of average force blowing directly contrary to our course throughout the whole time, we could still make headway at the rate of eight miles per hour for 120 hours, or a total of 960 miles. The distance from our headquarters to the Pole is 717 miles (statute). 

     "Assuming the Pole once attained, and the fuel supply exhausted, there is every reason to believe the America could remain in the air, us­ing her equilibrator, several days longer; and in that time there is a large chance that the winds would carry her, as a free or drifting balloon, far toward or perhaps to some land, and any land would mean safety for the crew. 

     "Should this alternative fail, we have not put all our eggs in one basket, nor in two baskets, for there is the third recourse, already spoken of —sledging our way out; and, as shown, we go prepared not only for the summer and autumn, but with provisions enough to enable us to re­main out, in case of need, the entire winter, sledging back the following spring, which is the most favorable season for Arctic travel."