Seb cont....
Her gunwales were raised approx 15 inches by 'Chippy' McNish during the slow drift of the Endurance. The boat was not ‘made more seaworthy’ at Elephant Island as is commonly described in history books, the process of conversion took several months. Shackleton and Worsley knew they would have to undertake a boat journey after the sinking of the Endurance. 'Chippy' McNish began work immediately on the largest and strongest boat by raising the gunwales at Patience Camp. Both the James Caird and the Dudley Docker had their topsides raised using timber removed from the motorboat. The Docker had an additional 8-10 inches added to her topstrake. To make room for men and stores, the Muntz metal tanks (buoyancy tanks) fitted in her as a lifeboat were removed, along with all thwarts for the exception of three.
Tim McCarthy, Alf Cheetham, Lionel Greetsreet, and Wiliam Bakewell constructed a deck over the James Caird by creating a lattice structure from four Nansen sled runners, each runner was most likely produced from Ash and protected with Pine Tar during previous manufacture.
Old Venesta packing case lids were screwed and nailed over the runners to produce a semi-rigid deck before being covered in stretched canvas defrosted foot by foot over a blubber stove. Shackleton described the covering of the James Caird as “a strong likeness to stage scenery”.
The bow section of the boat had the strongest and most watertight portion of decking created by a ‘whaleback’ which extended from the stem post to the mainmast. The stern end also had a small 'whaleback' extending rearward from the mizzen mast towards the stern post.
The main mast from the Dudley Docker was bolted to the keelson as a keel-hog to prevent 'hogging' at sea.
Expedition artist George Marston caulked the new topside seams with lamp-wick and frayed woollen socks, ‘paid’ with oil paint and seal blood to finish.
Damaged hull planking caused by man-hauling the boat over ice pressure ridges were re-protected using copper 'tingle', Venesta plywood patches, and fixed boat skids.
Due to the lack of a deep keel, 1016 kgs (23 cwt) of ballast in the form of shingle and sand were secured in canvas bags made from old blankets. Large boulders were positioned around the ballast bags in the lowest part of the hull to reduce the center of gravity and provide maximum stability and righting moment.
Safe working load of James Caird according to Worsley's calculations: 2 1/3 tons (2370kg).
Freeboard during the great journey: 2ft 2in (660 mm) ie. height above water.
By the time McNish had finished his modifications, The James Caird was and still is 23ft 6in (23' 6") long overall (LOA). Shackleton and Worsley often refer to the overall length as 22ft 6in however, this is the inside measurement of the boat prior to the gunwales being raised by 15 inches.
Left: The Dudley Docker (R) and the Stancome-Wills (L) The clinker planking is clearly visible as is the damage Seb mentions to the planking caused by ice impact.
Below left, The Caird at Dulwich College c.1920. The 'whaleback is visible but the additional freeboard added by McNish is missing, Shackleton had ordered McNish to use it for firewood at Peggoty Camp after they arrived at South Georgia.
Below: McNIsh working on the Caird, the Dudley Docker's mast is leaning against the boat, waiting to be fitted as an additional keelson to stop the hull from 'hogging' (bending up in the middle)
50.