In the coal-bunkers over the main-deck the spruce knees were partly rotten, as were some of the beams, while the lining was here fairly good.

The masts and main-topmast were somewhat attacked by decay, while the rest of the spars were good.

During and after the examination all the panelling and insulation was removed, the parts attacked by fungus or decay were also removed, and the woodwork coated with carbolineum or tar.  The masts and various stores and fittings were taken ashore at the same time.

It was found that the rest of the vessel-that is, the whole of the lower part of the hull right up to the cabin deck-was perfectly sound, and as good as new.  Nor was there any sign of strain anywhere.  It is difficult to imagine any better proof of the excellence of the vessel’s construction; after two protracted expeditions to the most northern regions to which any ship has ever penetrated, where the vessel was often exposed to the severest ice-pressure, and in spite of her being (in 1907) fifteen years old, the examination showed that her actual hull, the part of the ship that has to resist the heavy strain of water and ice, was in just as good condition as when she was new.

The vessel was then left in this state until, as already mentioned, Roald Amundsen and her builder, Colin Archer, came down to the dockyard on June 1, 1908, and with the necessary assistance made an examination of her.

After some correspondence and verbal conferences between Roald Amundsen and the dockyard, the latter, on March 9, 1909, made a tender for the repairs and alterations to the Fram.  The repairs consisted of making good the damage to the topsides referred to above.

The alterations were due in the first instance to the circumstance that the steam-engine and boiler (the latter had had its flues burnt out on Sverdrup’s expedition) were to be replaced by an oil-motor; as a consequence of this the coal-bunkers would disappear, while, on the other hand, a large number of oil-tanks, capable of containing about 90 tons of oil, were to be put in.  It was also considered desirable to rig square-sails on the foremast in view of the great distances that were to be sailed on the proposed expedition.

The present arrangement of the vessel will best be followed by referring to the elevation and plan (Figs. 1 and 2).

In the extreme after-part of the lower hold is placed the 180 horse-power Diesel engine, surrounded by its auxiliary machinery and air-reservoirs.

In addition, some of the tanks containing the fuel itself are placed in the engine-room (marked O); the other tanks shown in the engine-room (marked 9) serve for storing lubricating oil.  The existing engine-room was formerly the engine and boiler room, with coal-bunkers on both sides in the forward part.  Forward of the watertight bulkhead of the engine-room we have, in the lower hold, the main store of oil-fuel, contained