Tuesday, May 6, 2025

The Mary Celeste Part II

 


Proposed explanations

Foul play

The evidence in Gibraltar failed to support Flood's theories of murder and conspiracy, yet suspicion of foul play lingered. Flood, and some newspaper reports, briefly suspected insurance fraud on the part of Winchester on the basis that Mary Celeste had been heavily overinsured. Winchester was able to refute these allegations, and no inquiry was instituted by the insurance companies that had issued the policies. In 1931, an article in the Quarterly Review suggested that Morehouse could have lain in wait for Mary Celeste, then lured Briggs and his crew aboard Dei Gratia and killed them there. Paul Begg argues that this theory ignores the fact that Dei Gratia was the slower ship; she left New York eight days after Mary Celeste departed and would not have caught Mary Celeste before she reached Gibraltar.

Another theory posits that Briggs and Morehouse were partners in a conspiracy to share the salvage proceeds, although no evidence exists of a friendship between the two captains. Hicks comments that "if Morehouse and Briggs had been planning such a scam, they would not have devised such an attention-drawing mystery." He also asks why Briggs abandoned his son Arthur if he had intended to disappear permanently.

Although Riffian pirates were active off the coast of Morocco in the 1870s, Charles Edey Fay observes that pirates would have looted the ship, but the personal possessions, some of significant value, of the captain and crew were left undisturbed. In 1925, historian John Gilbert Lockhart surmised that Briggs slaughtered all on board and then killed himself in a fit of religious mania. Lockhart later spoke to Briggs's descendants, and he apologized and withdrew this theory in a later edition of his book.

Lifeboat

Briggs's cousin Oliver Cobb later suggested that the transfer of personnel to the yawl may have been intended as a temporary safety measure. He speculated from Deveau's report on the state of the rigging and ropes that the ship's main halliard may have been used to attach the yawl to the ship, enabling the company to return to Mary Celeste when the danger had passed. However, Mary Celeste would have sailed away empty if the line had parted, leaving the yawl adrift with its occupants. Begg notes that it would be illogical to attach the yawl to a vessel that the crew thought was about to explode or sink. Macdonald Hastings argues that Briggs was an experienced captain who would not have led a panicked abandonment, writing: "If the Mary Celeste had blown her timbers, she would still have been a better bet for survival than the ship's boat." According to Hastings, if Briggs had relied on the ship's boat for survival rather than on Mary Celeste, he would have "behaved like a fool; worse, a frightened one."

Arthur N. Putman, a New York insurance appraiser, was a leading investigator in sea mysteries in the early 20th century and wrote a similar lifeboat theory stressing that only a single lifeboat was missing from the vessel. He discovered that the boat's rope was cut, not untied, which indicated that the abandonment of Mary Celeste was performed quickly. The ship's log contained several mentions of ominous rumbling and small explosions from the hold, although cargos of alcohol naturally emit explosive gas and such sounds are commonly heard. He supposes that there had been a more intense explosion and, in response, a sailor ventured below deck with an open flame or lit cigar that ignited the fumes, causing an explosion violent enough to dislodge the top of the hatch, which had been found in an unusual position. Putman also postulated that in a panicked terror the captain, his family and the crew boarded the lone lifeboat, cut the rope and abandoned Mary Celeste.

Natural phenomena

Commentators generally agree that some extraordinary and alarming circumstance must have arisen to cause the entire crew to abandon a sound and seaworthy ship with ample provisions. Deveau ventured an explanation based on the sounding rod found on deck. He suggested that Briggs abandoned ship after a false sounding because of a malfunction, perhaps of the pumps, that created a false impression that the vessel was rapidly accumulating water. A severe waterspout strike before the abandonment could explain the amount of water in the ship and the ragged state of her rigging and sails. The low barometric pressure generated by the spout could have driven water from the bilges up into the pumps, leading the crew to overestimate the amount of water on Mary Celeste and believe that she was in danger of sinking.

Other explanations include the possible appearance of a displaced iceberg, the fear of running aground while becalmed and a sudden submarine earthquake. Hydrographical evidence suggests that an iceberg drifting so far south was improbable and other ships would have seen it. Begg gives more consideration to a theory that Mary Celeste began drifting towards the Dollabarat reef off Santa Maria Island when she was becalmed. The theory supposes that Briggs feared his ship would run aground and launched the yawl in the hope of reaching land. The wind could then have lifted and blown the ship away from the reef while the rising seas swamped and sank the yawl. However, if the ship had been becalmed, all sails would have been set to catch any available breeze, and Mary Celeste was found with many of its sails furled.

An earthquake on the seabed could have caused sufficient turbulence on the surface to damage parts of Mary Celeste's cargo, thus releasing noxious fumes. Rising fears of an imminent explosion could have led Briggs to order the ship's abandonment; the displaced hatches suggest that an inspection, or an attempted airing, had taken place. The New York World of January 24, 1886 drew attention to a case in which a vessel carrying alcohol had exploded. The same newspaper's issue of February 9, 1913 cited seepage of alcohol through a few porous barrels as the source of gases that may have caused or threatened an explosion in Mary Celeste's hold. Briggs's cousin Oliver Cobb was a strong proponent of this theory, in which a sufficiently alarming scenario—rumblings from the hold, the smell of escaping fumes and possibly an explosion—could have caused Briggs to have ordered the evacuation of the ship. In his haste to leave the ship before it exploded, Briggs may have failed to properly secure the yawl to the tow line. A sudden breeze could have blown the ship away from the occupants of the yawl, leaving them to succumb to the elements. The lack of damage from an explosion and the generally sound state of the cargo upon discovery tend to weaken this case.

In 2006, an experiment was performed for Channel Five television by chemist Andrea Sella of University College, London, and the results helped to revive the explosion theory. Sella built a model of the hold, with paper cartons representing the barrels. Using butane gas, he created an explosion that caused a considerable blast and ball of flame, but contrary to expectation, there was no fire damage within the replica hold. He said: "What we created was a pressure-wave type of explosion. There was a spectacular wave of flame but, behind it, was relatively cool air. No soot was left behind and there was no burning or scorching."

Retellings and false histories

Fact and fiction became intertwined in the decades that followed. The Los Angeles Times retold the Mary Celeste story in June 1883 with invented detail. "Every sail was set, the tiller was lashed fast, and not a rope was out of place. ... The fire was burning in the galley. The dinner was standing untasted and scarcely cold … the log written up to the hour of her discovery." The November 1906 Overland Monthly and Out West Magazine reported that Mary Celeste drifted off the Cape Verde Islands, some 1,400 nautical miles (2,600 km) south of the actual location. Among many inaccuracies, the first mate was "a man named Briggs," and there were live chickens on board.

The most influential retelling, according to many commentators, was a story in the January 1884 issue of the Cornhill Magazine which ensured that the Mary Celeste affair would never be forgotten. This was an early work of Arthur Conan Doyle, a 25 year-old ship's surgeon at the time. Doyle's story "J. Habakuk Jephson's Statement" did not adhere to the facts. He renamed the ship Marie Celeste, the captain's name was J. W. Tibbs, the fatal voyage took place in 1873, and it was from Boston to Lisbon. The vessel carried passengers, among them the titular Jephson. In the story, a fanatic named Septimius Goring with a hatred of the white race has suborned members of the crew to murder Tibbs and take the vessel to the shores of Western Africa. The rest of the ship's company is killed; save for Jephson who is spared because he possesses a magical charm that is venerated by Goring and his accomplices. Doyle had not expected his story to be taken seriously, but Sprague was still serving as the U.S. consul in Gibraltar and was sufficiently intrigued to inquire if any part of the story might be true.

Chambers's Journal of September 17, 1904, suggests that the entire complement of Mary Celeste was plucked off one by one by a giant octopus or squid. According to the Natural History Museum, giant squid (Architeuthis dux) can reach 15 meters (49 ft) in length and have been known to attack ships. Begg remarks that such a creature could conceivably have picked off a crew member, but it could hardly have taken the yawl and the captain's navigation instruments.

 

In 1913, The Strand Magazine provided an alleged survivor's account from one Abel Fosdyk, supposedly Mary Celeste's steward. In this version, the crew had gathered on a temporary swimming platform to watch a swimming contest, when the platform suddenly collapsed. All except Fosdyk were drowned or eaten by sharks. Unlike Doyle's story, the magazine proposed this as a serious solution to the enigma, but it contained many simple mistakes, including "Griggs" for Briggs, "Boyce" for Morehouse, Briggs's daughter as a seven-year-old child rather than a two-year-old, a crew of 13, and an ignorance of nautical language. Many more people were convinced by a plausible literary hoax of the 1920s perpetrated by Irish writer Laurence J. Keating, again presented as a survivor's story of one John Pemberton. This one told a complex tale of murder, madness, and collusion with the Dei Gratia. It included basic errors, such as using Doyle's name ("Marie Celeste") and misnaming key personnel. Nevertheless, the story was so convincingly told that the New York Herald Tribune of July 26, 1926, believed its truth to be beyond dispute. Hastings describes Keating's hoax as "an impudent trick by a man not without imaginative ability."

In 1924, the Daily Express published a story by Captain R. Lucy, whose alleged informant was Mary Celeste's former boatswain, although no such person is recorded in the registered crew list. In this tale, Briggs and his crew are cast in the role of predators; they cite a derelict steamer, which they board and find deserted with £3,500 of gold and silver in its safe. They decide to split the money, abandon Mary Celeste, and seek new lives in Spain, which they reach by using the steamer's lifeboats. Hastings finds it astonishing that such an unlikely story was widely believed for a time; readers, he says, "were fooled by the magic of print."

Other explanations have suggested paranormal intervention; an undated edition of the British Journal of Astrology describes the Mary Celeste story as "a mystical experience", connecting it "with the Great Pyramid of Gizeh, the lost continent of Atlantis, and the British Israel Movement". The Bermuda Triangle has been invoked, even though Mary Celeste was abandoned in a completely different part of the Atlantic. Similar fantasies have considered theories of abduction by aliens in flying saucers.

Later career and final voyage

Mary Celeste left Genoa on June 26, 1873, and arrived in New York on September 19. The Gibraltar hearings, with newspaper stories of bloodshed and murder, had made her an unpopular ship; Hastings records that she "... rotted on wharves where nobody wanted her." In February 1874, the consortium sold the ship, at a considerable loss, to a partnership of New York businessmen.

Under this new ownership, Mary Celeste sailed mainly in the West Indian and Indian Ocean routes, regularly losing money. Details of her movements occasionally appeared in the shipping news; in February 1879, she was reported at the island of St. Helena, where she had called to seek medical assistance for her captain, Edgar Tuthill, who had fallen ill. Tuthill died on the island, encouraging the idea that the ship was cursed—he was her third captain to die prematurely. In February 1880, the owners sold Mary Celeste to a partnership of Bostonians headed by Wesley Gove. A new captain, Thomas L. Fleming, remained in the post until August 1884, when he was replaced by Gilman C. Parker. During these years, the ship's port of registration changed several times, before reverting to Boston. There are no records of her voyages during this time, although Brian Hicks, in his study of the affair, asserts that Gove tried hard to make a success of her.

In November 1884, Parker conspired with a group of Boston shippers, who filled Mary Celeste with a largely worthless cargo, misrepresented on the ship's manifest as valuable goods and insured for US$30,000 ($1,050,000 today). On December 16, Parker set out for Port-au-Prince, the capital and chief port of Haiti. On January 3, 1885, Mary Celeste approached the port via the channel between Gonâve Island and the mainland, in which lay a large and well-charted coral reef, the Rochelois Bank. Parker deliberately ran the ship on to this reef, ripping out her bottom and wrecking her beyond repair. He and the crew then rowed themselves ashore, where Parker sold the salvageable cargo for $500 to the American consul, and instituted insurance claims for the alleged value.

When the consul reported that what he had bought was almost worthless, the ship's insurers began a thorough investigation, which soon revealed the truth of the over-insured cargo. In July 1885, Parker and the shippers were tried in Boston for conspiracy to commit insurance fraud. Parker was additionally charged with "wilfully cast[ing] away the ship," a crime known as barratry, which at the time carried the death penalty. The conspiracy case was heard first, but on August 15, the jury announced that they could not agree on a verdict. Some jurors were unwilling to risk prejudicing Parker's forthcoming capital trial by finding him guilty on the conspiracy charge. Rather than ordering an expensive retrial, the judge negotiated an arrangement whereby the defendants withdrew their insurance claims and repaid all they had received. The barratry charge against Parker was deferred, and he was allowed to go free. Nevertheless, his professional reputation was ruined, and he died in poverty three months later. One of his co-defendants went mad, and another killed himself. Begg observes that "if the court of man could not punish these men ... the curse that had devilled the ship since her first skipper Robert McLellan had died on her maiden voyage could reach beyond the vessel's watery grave and exact its own terrible retribution."

In August 2001, an expedition headed by the marine archaeologist and author Clive Cussler announced that they had found the remains of a ship embedded in the Rochelois reef. Only a few pieces of timber and some metal artifacts could be salvaged, the remainder of the wreckage being lost within the coral. Initial tests on the wood indicated that it was the type extensively used in New York shipyards at the time of Mary Celeste's 1872 refit, and it seemed the remains of Mary Celeste had been found. However, dendrochronological tests carried out by Scott St George of the Geological Survey of Canada showed that the wood came from trees, most probably from the US state of Georgia, which would still have been growing in 1894, about ten years after Mary Celeste's demise.

Legacy and commemorations

Mary Celeste was not the first reported case of a ship being found strangely deserted on the high seas. Rupert Gould, a naval officer and investigator of maritime mysteries, lists other such occurrences between 1840 and 1855. Whatever the truth of these stories, it is the Mary Celeste that is remembered; the ship's name, or the misspelled Marie Celeste, has become fixed in people's minds as synonymous with inexplicable desertion.

In October 1955, MV Joyita, a 70-ton motor vessel, disappeared in the South Pacific while traveling between Samoa and Tokelau, with 25 people on board. The vessel was found a month later, deserted and drifting north of Vanua Levu, 600 miles (970 km) from its route. None of those aboard were seen again, and a commission of inquiry failed to establish an explanation. David Wright, the affair's principal historian, has described the case as "... a classic marine mystery of Mary Celeste proportions."

There has never been a clear consensus on any one scenario. It is a mystery that has tormented countless people, including the families of the lost sailors and hundreds of others who have tried in vain to solve the riddle. The Ghost Ship may be the best example of the old proverb that the sea never gives up its secrets. – Brian Hicks: Ghost Ship (2004)

The Mary Celeste story inspired two well-received radio plays in the 1930s, by L. Du Garde Peach and Tim Healey respectively, and a stage version of Peach's play in 1949. Several novels have been published, generally offering natural rather than fantastic explanations.[m] In 1935, the British film company Hammer Film Productions issued The Mystery of the Mary Celeste (retitled Phantom Ship for American audiences), starring Bela Lugosi as a deranged sailor. It was not a commercial success, although Begg considers it "a period piece well worth watching". A 1938 short film titled The Ship That Died presents dramatizations of a range of theories to explain the abandonment: mutiny, fear of explosion due to alcohol fumes, and the supernatural.

In November 2007, the Smithsonian Channel screened a documentary, The True Story of the Mary Celeste, which investigated many aspects of the case without offering any definite solution. One theory proposed pump congestion and instrument malfunction. The Mary Celeste had been used for transporting coal, which is known for its dust, before it was loaded with alcohol. The pump was found disassembled on deck, so the crew may have been attempting to repair it. The hull was packed full, and the captain would have no way of judging how much water had been taken on while navigating rough seas. The filmmakers postulated that the chronometer was faulty, meaning that Briggs could have ordered abandonment thinking that they were close to Santa Maria, when they were 120 miles (190 km) farther west.

At Spencer's Island, Mary Celeste and her lost crew are commemorated by a monument at the site of the brigantine's construction and by a memorial outdoor cinema built in the shape of the vessel's hull. Postage stamps commemorating the incident have been issued by Gibraltar (twice) and by the Maldives (twice, once with the name of the ship misspelt as Marie Celeste).

https://en.wikipedia.org/wiki/Mary_Celeste

 

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