On Christmas Eve 1923, the whaling factory ship Sir James Clark Ross, commanded by Captain Carl Anton Larsen and accompanied by five catchers, reached the front of the Ross Ice Shelf; these were the first whaling vessels to operate in the Ross Sea. They had been dispatched by the Norwegian whaling company Hvalfangeraktienselskapet Rosshavet, which had obtained a licence from the British government. For most of the 1923–24 season, Sir James Clark Ross occupied an uneasy anchorage in the deep waters of Discovery Inlet, a narrow embayment in the front of the Ross Ice Shelf, while her catchers pursued whales widely in the Ross Sea. During that first season they killed and processed 221 whales (211 blue whales and 10 fin whales), which yielded 17,300 barrels of oil. During the next decade, with the exception of the 1931–32 season, Sir James Clark Ross and two other factory ships operated by Rosshavet, C.A. Larsen and Sir James Clark Ross II, operated in the Ross Sea. From the 1926–27 season onwards these ships were joined by up to three other factory ships and their catchers, operated by other companies. During the decade 1923–33 the Rosshavet ships killed and processed 9122 whales in the Ross Sea sector, mainly in the open waters of the Ross Sea south of the pack-ice belt. Total harvest for all factory ships from the Ross Sea sector for the period was 18,238 whales (mainly blue whales) producing 1,490,948 barrels of oil. From 1924 onwards the Rosshavet catchers wintered in Paterson Inlet on Stewart Island, New Zealand, and from 1925 onwards a well-equipped shipyard, Kaipipi Shipyard, operated on Price Peninsula in Paterson Inlet to service the Rosshavet ships.

Northeast Greenland supports a large indigenous population of musk-oxen (Ovibosmoschatus). Radiocarbon dating of remains of this mammal collected on the terrain surface and from archaeological sites has yielded mid- and Late Holocene ages. The species probably arrived shortly before this part of Greenland became inhabited by the first hunter cultures. Only Late Holocene dates are available from the southern part of northeast Greenland, but the authors suggest that musk-ox spread south to this region at an early date, because there are no physical barriers. The lack of older dates may reflect the lack of palaeo-Eskimo sites with bones.

Using research methods well-known to family history investigators, it is possible to discover a remarkable amount of biographical information not merely on the officers, but also about the ratings who sailed — and died — with Sir John Franklin and Captain Francis Crozier on the 1845 Northwest Passage expedition. The findings from this research, mostly carried out at local and national archives in and around London, greatly enhances the understanding of that disaster, filling in gaps and answering questions raised by recent archaeological and forensic discoveries. This is the hitherto ignored social background to the last voyage of HMS Erebus and HMS Terror.

In Iceland, studies that integrate local perceptions about the landscape with scientific evidence of change have been few. This article presents a case study from southeast Iceland that has two main objectives. Firstly, ethnographic data is used to explore the human dimension of the Little Ice Age through perceptions of landscape and climatic change and to describe the impacts that these changes had on life and livelihood. Secondly, the paper critically assesses the coherence of the scientific record regarding the Little Ice Age glacial maximum with evidence gained from the ethnographic survey and the local historical record. Although climatic deterioration from the seventeenth through nineteenth centuries ultimately affected farming viability, it was the interplay of climate with concomitant cultural and socio-economic factors that ensured effective strategies were emplaced to preserve life and livelihood in southeast Iceland. Furthermore, despite different trajectories of perception emanating from either the scientific or the local points of view, data from all sources are strongly coherent and point to a Little Ice Age maximum during the late eighteenth to early nineteenth centuries. This study also illustrates that sensitive landscapes can ‘store memories’ through the cumulative accumulation of disturbances during periods of climatic variability, eventually reaching a critical threshold and inducing landscape instability, such as occurred during the nineteenth century.

Recent biographers of Horatio Nelson (1758–1805) have begun the job of attempting to differentiate the man from the ‘myth.’ A necessary stage in the assessment of any historical figure is the identification of the legendary aspects that make up that figure's reputation. The tale of the young Nelson engaging a huge polar bear on an ice floe off Spitsbergen in 1773 has been met with varying degrees of delight and dismissal through the years, and is one of the events an examination of which could improve an understanding of Nelson and his reputation. This paper draws upon a study of primary and secondary materials: original manuscripts and correspondence, early nineteenth-century popular biographies, souvenirs and pamphlets, periodical reviews, and a wide selection of adult and juvenile literature. This paper examines the developments of Nelsonian biography and hagiography. In a broader sense, an extended examination of the literary and visual manifestations of Nelson's encounter with the bear becomes a useful historiographical exercise into the genesis of a myth.

The Arctic vessel Gjøa was the first ship that sailed through the Northwest Passage from the Atlantic to the Pacific Ocean, a voyage captained by Roald Amundsen. Gjøa was launched in 1872 and for 10 years was captained by Asbjørn Sexe while transporting fish products from northern Norway to ports on the west coast. She was wrecked in 1882 and sold to Captain Hans Chr. Johannesen, under whose ownership she sailed for 18 years as a sealer in Arctic waters including voyages to the Kara Sea, Novaya Zemlya, Franz Josef Land, Svalbard, and northeast Greenland. In 1892 she was the expedition ship for the Axel Hamberg expedition to Spitsbergen, and in 1900 she was a tender for the Svensksund expedition to Spitsbergen. The following year she was sold to Amundsen. On 17 June 1903, Amundsen and his companions sailed from Kristiania (present-day Oslo) and three years later they completed the transit of the Northwest Passage. In 1909 Gjøa was put ashore in the Golden Gate Park in San Francisco. In 1972 — 100 years after Gjøa was launched — she returned to Oslo and was made a permanent exhibit outside the maritime museum (Norsk Sjøfartsmuseum), where she can be seen today.