The Mary Celeste Part I

 Mary Celeste (/səˈlɛst/; often erroneously referred to as Marie Celeste) was a Canadian-built, American-registered merchant brigantine that was discovered adrift and deserted in the Atlantic Ocean off the Azores on December 4, 1872. The Canadian brigantine Dei Gratia found her in a disheveled but seaworthy condition under partial sail and with her lifeboat missing. The last entry in her log was dated ten days earlier. She had left New York City for Genoa on November 7 and was still amply provisioned when found. Her cargo of alcohol was intact, and the captain's and crew's personal belongings were undisturbed. None of those who had been on board were ever seen or heard from again.

Mary Celeste was built in Spencer's Island, Nova Scotia, and launched under British registration as Amazon in 1861. She was transferred to American ownership and registration in 1868, when she acquired her new name. Thereafter she sailed uneventfully until her 1872 voyage. At the salvage hearings in Gibraltar following her recovery, the court's officers considered various possibilities of foul play, including mutiny by Mary Celeste's crew, piracy by the Dei Gratia crew or others, and conspiracy to carry out insurance or salvage fraud. No convincing evidence supported these theories, but unresolved suspicions led to a relatively low salvage award.

The inconclusive nature of the hearings fostered continued speculation as to what had happened to the ship's occupants, and the story has repeatedly been complicated by false detail and fantasy. Hypotheses that have been advanced include the effects on the crew of alcohol fumes rising from the cargo, submarine earthquakes, waterspouts, attack by a giant squid, and paranormal intervention.

After the Gibraltar hearings, Mary Celeste continued in service under new owners. In 1885, her captain deliberately wrecked her off the coast of Haiti as part of an attempted insurance fraud. The story of her 1872 abandonment has been recounted and dramatized many times in documentaries, novels, plays, and films, and the name of the ship has become a byword for unexplained desertion. In 1884, Arthur Conan Doyle wrote "J. Habakuk Jephson's Statement", a short story based on the mystery, but spelled the vessel's name as Marie Celeste. The story's popularity led to the spelling becoming more common than the original in everyday use.

Early history

The keel of the future Mary Celeste was laid in late 1860 at the shipyard of Joshua Dewis in the village of Spencer's Island, on the shores of the Bay of Fundy in Nova Scotia. The ship was constructed of locally felled timber, with two masts, and was rigged as a brigantine; she was carvel-built, the hull planking flush rather than overlapping. She was launched on May 18, 1861, given the name Amazon, and registered at nearby Parrsboro on June 10, 1861. Her registration documents described her as 99.3 feet (30.3 m) in length, 25.5 feet (7.8 m) broad, with a depth of 11.7 feet (3.6 m), and of 198.42 gross tonnage. She was owned by a local consortium of nine people, headed by Dewis; among the co-owners was Robert McLellan, the ship's first captain.

For her maiden voyage in June 1861, Amazon sailed to Five Islands, Nova Scotia to take on a cargo of timber for passage across the Atlantic to London. After supervising the ship's loading, Captain McLellan fell ill; his condition worsened. The Amazon returned to Spencer's Island where McLellan died on June 19. John Nutting Parker took over as captain, and resumed the voyage to London, in the course of which Amazon encountered further misadventures. She collided with fishing equipment in the narrows off Eastport, Maine, and after leaving London ran into and sank a brig in the English Channel.

Parker remained in command for two years, during which Amazon worked mainly in the West Indies trade. She crossed the Atlantic to France in November 1861, and in Marseille was the subject of a painting, possibly by Honoré de Pellegrin, a well-known maritime artist of the Marseilles School. In 1863, Parker was succeeded by William Thompson, who remained in command until 1867. These were quiet years; Amazon's mate later recalled that, "We went to the West Indies, England and the Mediterranean—what we call the foreign trade. Not a thing unusual happened." In October 1867, at Cape Breton Island, Amazon was driven ashore in a storm, and was so badly damaged that her owners abandoned her as a wreck. On October 15, she was acquired as a derelict by Alexander McBean, of Glace Bay, Nova Scotia.

Ownership reassignment and name change

Within a month, McBean sold the wreck to a local businessman, who in November 1868 sold it to Richard W. Haines, an American mariner from New York. Haines paid US$1,750 for the wreck, and then spent $8,825 restoring it. He made himself her captain, and, in December 1868, registered her with the Collector of the Port of New York as an American vessel, under a new name, Mary Celeste.

In October 1869, the ship was seized by Haines's creditors, and sold to a New York consortium headed by James H. Winchester. During the next three years, the composition of this consortium changed several times, although Winchester retained at least a half-share throughout. No record of Mary Celeste’s trading activities during this period has been found. Early in 1872, the ship underwent a major refit, costing $10,000, which enlarged her considerably. Her length was increased to 103 feet (31 m), her breadth to 25.7 feet (7.8 m) and her depth to 16.2 feet (4.9 m). Among the structural changes, a second deck was added; an inspector's report refers to extensions to the poop deck, new transoms and the replacement of many timbers. The work increased the ship's tonnage to 282.28. On October 29, 1872, the consortium was made up of Winchester with six shares and two minor investors with one share apiece, the remaining four of twelve shares being held by the ship's new captain, Benjamin Spooner Briggs.

Captain Briggs and crew

Benjamin Briggs was born in Wareham, Massachusetts, on April 24, 1835, one of five sons of sea captain Nathan Briggs. All but one of the sons went to sea, two becoming captains. Benjamin was an observant Christian who read the Bible regularly and often bore witness to his faith at prayer meetings. In 1862, he married his cousin Sarah Elizabeth Cobb, and enjoyed a Mediterranean honeymoon on board his schooner Forest King. Two children were born: Arthur in September 1865 and Sophia Matilda in October 1870.

By the time of Sophia's birth, Briggs had achieved a high standing within his profession. He considered retiring from the sea to go into business with his seafaring brother Oliver, who had also grown tired of the wandering life. They did not proceed with this project, but each invested his savings in a share of a ship: Oliver invested in Julia A. Hallock, and Benjamin in Mary Celeste. In October 1872, Benjamin took command of Mary Celeste for her first voyage following her extensive New York refit, which was to take her to Genoa in Italy. He arranged for his wife and infant daughter to accompany him, while his school-aged son was left at home in the care of his grandmother.

Briggs chose the crew for this voyage with care. First mate Albert G. Richardson was married to a niece of Winchester and had sailed under Briggs before. Second mate Andrew Gilling, aged about 25, was born in New York, and was of Danish extraction. The steward, newly married Edward William Head, was signed on with a personal recommendation from Winchester. The four general seamen were Germans from the Frisian Islands: the brothers Volkert and Boz Lorenzen, Arian Martens, and Gottlieb Goudschaal. A later testimonial described them as "peaceable and first-class sailors." In a letter to his mother shortly before the voyage, Briggs declared himself eminently satisfied with ship and crew. Sarah Briggs informed her mother that the crew appeared to be quietly capable "... if they continue as they have begun".

Abandonment

New York

On October 20, 1872, Briggs arrived at Pier 50 on the East River in New York City to supervise the loading of the ship's cargo of 1,701 barrels of alcohol; his wife and infant daughter joined him a week later. On Sunday, November 3, Briggs wrote to his mother to say that he intended to leave on Tuesday, adding that "our vessel is in beautiful trim and I hope we shall have a fine passage."

On the morning of Tuesday, November 5, Mary Celeste left Pier 50 with Briggs, his wife and daughter, and seven crew members, and moved into New York Harbor. The weather was uncertain, and Briggs decided to wait for better conditions. He anchored the ship just off Staten Island, where Sarah used the delay to send a final letter to her mother-in-law. "Tell Arthur," she wrote, "I make great dependence on the letters I shall get from him, and will try to remember anything that happens on the voyage which he would be pleased to hear." The weather eased two days later, and Mary Celeste left the harbor and entered the Atlantic.

While Mary Celeste prepared to sail, the Canadian brigantine Dei Gratia lay nearby in Hoboken, New Jersey, awaiting a cargo of petroleum destined for Genoa via Gibraltar. Captain David Morehouse and first mate Oliver Deveau were Nova Scotians, both highly experienced and respected seamen. Captains Briggs and Morehouse shared common interests, and some writers think it likely that they knew each other, if only casually. Some accounts assert that they were close friends who dined together on the evening before Mary Celeste's departure, but the evidence for this is limited to a recollection by Morehouse's widow 50 years after the event. Dei Gratia departed for Gibraltar on November 15, following the same general route eight days after Mary Celeste.

Derelict

Dei Gratia had reached a position of 38°20′N 17°15′W, midway between the Azores and the coast of Portugal at about 1 p.m. on Wednesday, December 4, 1872, land time (Thursday, December 5, sea time). Captain Morehouse came on deck, and the helmsman reported a vessel heading unsteadily towards Dei Gratia at a distance of about six miles (9.7 km). The ship's erratic movements and the odd set of her sails led Morehouse to suspect that something was wrong. As the vessel drew close, he could see nobody on deck, and he received no reply to his signals, so he sent Deveau and second mate John Wright in a ship's boat to investigate. The pair established that this was the Mary Celeste by the name on her stern; they then climbed aboard and found the ship deserted. The sails were partly set and in a poor condition, some missing altogether and much of the rigging were damaged, with ropes hanging loosely over the sides. The main hatch cover was secure, but the fore and lazarette hatches were open, their covers beside them on the deck. The ship's single lifeboat was a small yawl that had apparently been stowed across the main hatch, but it was missing, while the binnacle housing the ship's compass had shifted from its place and its glass cover was broken. There was about three and a half feet (1.1 m) of water in the hold, a significant but not alarming amount for a ship of this size. A makeshift sounding rod (a device for measuring the amount of water in the hold) was found abandoned on the deck.

They found the ship's daily log in the mate's cabin, and its final entry was dated at 8 a.m. on November 25, nine days earlier. It recorded Mary Celeste's position then as 37°1′N 25°1′W off Santa Maria Island in the Azores, nearly 400 nautical miles (740 km) from the point where Dei Gratia encountered her. Deveau saw that the cabin interiors were wet and untidy from water that had entered through doorways and skylights, but were otherwise in reasonable order. He found personal items scattered about Briggs' cabin, including a sheathed sword under the bed, but most of the ship's papers were missing along with the captain's navigational instruments. Galley equipment was neatly stowed away; there was no food prepared or under preparation, but there were ample provisions in the stores. There were no obvious signs of fire or violence; the evidence indicated an orderly departure from the ship by means of the missing lifeboat.

Deveau returned to report these findings to Morehouse, who decided to bring the derelict into Gibraltar 600 nautical miles (1,100 km) away. Under maritime law, a salvor could expect a substantial share of the combined value of rescued vessel and cargo, the exact award depending on the degree of danger inherent in the salvaging. Morehouse divided Dei Gratia's crew of eight between the two vessels, sending Deveau and two experienced seamen to Mary Celeste while he and four others remained on Dei Gratia. The weather was relatively calm for most of the way to Gibraltar, but each ship was seriously undermanned and progress was slow. Dei Gratia reached Gibraltar on December 12; Mary Celeste had encountered fog and arrived on the following morning. She was immediately impounded by the vice admiralty court to prepare for salvage hearings. Deveau wrote to his wife that the ordeal of bringing the ship in was such that "I can hardly tell what I am made of, but I do not care so long as I got in safe. I shall be well paid for the Mary Celeste."

Gibraltar salvage hearings

The salvage court hearings began in Gibraltar on December 17, 1872, under Sir James Cochrane, the chief justice of Gibraltar. The hearing was conducted by Frederick Solly-Flood, Attorney General of Gibraltar, who was also Advocate-General and Proctor for the Queen in Her Office of Admiralty. Flood was described by a historian of the Mary Celeste affair as a man "whose arrogance and pomposity were inversely proportional to his IQ", and as "... the sort of man who, once he had made up his mind about something, couldn't be shifted". The testimonies of Deveau and Wright convinced Flood unalterably that a crime had been committed, a belief picked up by the New York Shipping and Commercial List on December 21: "The inference is that there has been foul play somewhere, and that alcohol is at the bottom of it."

On December 23, Flood ordered an examination of Mary Celeste, which was carried out by John Austin, Surveyor of Shipping, with the assistance of a diver, Ricardo Portunato. Austin noted cuts on each side of the bow, caused, he thought, by a sharp instrument, and found possible traces of blood on the captain's sword. His report emphasized that the ship did not appear to have been struck by heavy weather, citing a vial of sewing machine oil found upright in its place. Austin did not acknowledge that the vial might have been replaced since the abandonment, nor did the court raise this point. Portunato's report on the hull concluded that the ship had not been involved in a collision or run aground. A further inspection by a group of Royal Naval captains endorsed Austin's opinion that the cuts on the bow had been caused deliberately. They also discovered stains on one of the ship's rails that might have been blood, together with a deep mark possibly caused by an axe. These findings strengthened Flood's suspicions that human wrongdoing rather than natural disaster lay behind the mystery. On January 22, 1873, he sent the reports to the Board of Trade in London, adding his own conclusion that the crew had got at the alcohol and murdered the Briggs family and the ship's officers in a drunken frenzy. They had cut the bows to simulate a collision, and then fled in the yawl to suffer an unknown fate. Flood thought that Morehouse and his men were hiding something, specifically that Mary Celeste had been abandoned in a more easterly location, and that the log had been doctored. He could not accept that Mary Celeste could have traveled so far while unscrewed.

James Winchester arrived in Gibraltar on January 15, to enquire when Mary Celeste might be released to deliver her cargo. Flood demanded a surety of $15,000, money Winchester did not have. Winchester became aware that Flood thought Winchester might have deliberately engaged a crew that would kill Briggs and his officers as part of some conspiracy. On January 29, during a series of sharp exchanges with Flood, Winchester testified to Briggs's high character, and insisted that Briggs would not have abandoned the ship except in extremity. Flood's theories of mutiny and murder received significant setbacks when scientific analysis of the stains found on the sword and elsewhere on the ship showed that they were not blood. A second blow to Flood followed in a report commissioned by Horatio Sprague, the American consul in Gibraltar, from Captain Shufeldt of the US Navy. In Shufeldt's view, the marks on the bow were not man-made, but came from the natural actions of the sea on the ship's timbers.

With nothing concrete to support his suspicions, Flood reluctantly released Mary Celeste from the court's jurisdiction on February 25. Two weeks later, with a locally raised crew headed by Captain George Blatchford from Massachusetts, she left Gibraltar for Genoa. The question of the salvage payment was decided on April 8, when Cochrane announced the award: £1,700, or about one-fifth of the total value of ship and cargo. This was far lower than the general expectation—one authority thought that the award should have been twice or even three times that amount, given the level of hazard in bringing the derelict into port. Cochrane's final words were harshly critical of Morehouse for his decision, earlier in the hearing, to send Dei Gratia under Deveau to deliver her cargo of petroleum—although Morehouse had remained in Gibraltar at the disposal of the court. In his 2005 book, Ghost Ship: The Mysterious True Story of the Mary Celeste and Her Missing Crew, writer Brian Hicks said Cochrane's tone carried an implication of wrongdoing which ensured that Morehouse and his crew "...would be under suspicion in the court of public opinion forever."