NavList:
A Community Devoted to the Preservation and Practice of Celestial Navigation and Other Methods of Traditional Wayfinding
Re: The shipwreck of Admiral Shovell
From: Frank Reed
Date: 2007 Sep 16, 23:42 -0400
From: Frank Reed
Date: 2007 Sep 16, 23:42 -0400
Sorry for the delay in posting. I've been busy pondering another matter... I mentioned in a previous message that Sobel did not invent any of the legend of the shipwreck. George went all the way back to Rupert Gould's account and seemed to suggest that Sobel just copied from him and screwed up by quoting it, as if it were established fact. Here lies the problem: there are some six decades of re-telling of the story preceding Sobel's "Longitude" and after Gould. I think it's worth giving an example in detail to demonstrate, once and for all, that this was not somehow just Sobel being gullible. Or to put it differently, she was no more nor less gullible than a whole generation of people who had told the story. I think I've quoted this before, but it won't do any harm to mention it again. In JRAS Canada (the Journal of the Royal Astronomical Society of Canada) in 1974 there appeared an article by J.D. Fernie entitled "The Carpenter's Chronometers" telling the story of the quest for longitude. Fernie is an accomplished professor of astronomy, now emeritus, at the University of Toronto. He was a rather prolific writer on the history of astronomy. In 1974, after describing the general problem of finding longitude at sea, he wrote, "Meanwhile more and more ships ploughed the seas in dismal ignorance of their positions. Not only were valuable cargoes forever being lost in shipwrecks, the toll in lives was appalling. There was Sir Cloudsley Shovel, for instance, returning to England from Gibraltar in 1707 and running into heavy weather. His navigators all agreed the fleet was off Ushant, although an ordinary seaman had the temerity to advise his superiors that he reckoned otherwise. While he was being sentenced to swing from the yardarm for his mutinous attitude, the fleet sailed in accordance with the navigator's decree, ran head-on into the Scilly Isles and lost four ships and two thousand lives, Sir Cloudsley's among them. Some solution had to be found." This account by a respected, professional astronomer and a competent historian of astronomy is an almost perfect match for Sobel's re-telling. This doesn't make any aspect of the story any more true. But if you're going to tar Sobel's book as "unforgivable", you better be ready to tar an entire generation of authors writing about this topic. I suppose you could email Prof. Fernie and tell him his article was unforgivable if you want... Sobel didn't invent any of this, nor was she gullibly mis-reading Rupert Gould. Herbert Prinz previously pointed out (last year?) that he traced most of the late 20th century versions of the story to Brown's "Story of Maps" first published over fifty years ago, and I suspect he's right. As I've said, the Shovell story contains numerous elements. Some are bound to be purely mythical, some factual, however improbable, and probably quite a few which are undecidable (this latter case is often overlooked in historical discussions). As I wrote previously, I think it's useful to separate the legend into "social" aspects, like the story of the ring, Shovell's murder on the beach, the common sailor hanged hours before, from the navigational side, including the question of longitude, the frequently repeated statement that the vessels were "off Ushant", the infuence of the Rennell Current, and the questions of plotting and latitude versus longitude raised by W.E. May. The legends surrounding the shipwreck have been analyzed occasionally in the past 300 years, but before we get into it, I think it's worth seeing "yet another" version of the legend (this one appears to come directly from Scilly --it has a Scillonian hero. It is told as a parable for modern 'whistleblowers' hindered by bureaucracy). Enjoy: "...But our whistleblower had other senses and what they told him chilled his heart. There was something on the wind. He began to detect a faint, familiar odor from his childhood. What was it? Then memories flooded in and filled him with dread: The kelp pits of Scilly! Our whistleblower was a native of the Scilly Islands, a cluster of rocky, dangerous islands off the Cornish peninsula at the entrance to the English Channel, The people of the islands burned seaweed to make fertilizer, and the burning kelp created a unique, unforgettable odor that immediately brought back memory of place. The smell meant they were steering directly toward the rocks of Scilly! There was not a moment to lose! He must notify his superiors! He slid down the ratlines and aproached the officer of the deck. (So far, so good. He was going through the chain of command like a good whistleblower should. No grandstanding, no running around the ship, yelling "WE'RE ALL BLEEPING DOOMED! WE'RE GOING ON THE ROCKS! )The officer of the watch was skeptical, but passed our whistleblower on to a bored lieutenant. The lieutenant thought it a very good story, but that as long a our whistleblower had not seen anything or heard anything, the nose thing must have been the product of ignorant superstition. Like most whistleblowers, our foretopman was getting impatient as he had the valuable, all important field knowledge of the problem but not the rank to do something about it. He asked permission to stand below the Quarterdeck. Permission was granted. (Our whistleblower was still going through correct procedures!) Now the quarterdeck was where the officers stood. No seaman was allowed on the quarterdeck: that would mean mutiny. The quarter deck was about 6 feet above the main deck, so that the ship's officers could keep an eye on everything. Standing below the quarterdeck to state your grieveance or make a suggestion was very dangerous business in the 18th century British Navy. You automatically risked demotion, flogging, keelhauling or worse for suggesting that everything was not hunky-dory on one of His Majesty's ships. Understandably, few availed themselves of the "privilege". Our whistleblower dedided to take the risk. He stated his opinion on the fleet's position to Sir Cloudsley, Admiral of the Red. The Admiral was apoplectic. He could understand a request for more water or more bread, but to have his professonal competence questioned by ruffian foretopman! Well! Our whistleblower begged Sir Cloudsley to consider the possibility that his calculations could possibly be in error,that a course change might be in order or at least the fleet hove to until the fog cleared. At this point, our whistleblower made a fatal error. In the emotion of his argument, he happened to rest his hand on one of the planks of the quarterdeck to steady himself. He had touched the quarterdeck! Mutiny! Sir Cloudsley ordered the marines to seize our whistleblower and hang him. " Clearly this version has dramatized dialogue. That's obvious, even blatantly obvious. No one would have recorded such small details, and no records survived from the shipwrecked vessels in any case. But it has a feature from the earliest versions of the legend that disappears late in the 19th century. The sailor who "smells trouble" literally *smells* the Scillies. This is a much more realistic story than the later versions, which begin after about 1875 (very roughly), and claim that the sailor was keeping his own navigational account, supposedly doing his own calculations. And indeed the islanders did cook seaweed. A common sailor well-acquainted with those waters might very well have been able to smell the land. This is a globally common primitive navigational technique. That doesn't make it "true" --just a lot more likely than the more common version. It's an interesting variant on the story, no matter what. George and a few others have argued that a sailor wouldn't have been hanged because the Admiral had no legal right to hang him. If I'm ever on trial, I'm going to have to try that logic: "Your honor, I couldn't have robbed the bank, because it's illegal to rob banks!" But there is real evidence against the hanging, and it goes all the way back to 1709 though it was only published in 1883. James Herbert Cooke described and quoted notes taken just two years after the shipwreck in "The Shipwreck of Sir Cloudesley Shovell". There was a story current on the islands in 1709 of a common sailor who doubted the Admiral's navigation. This sailor was mocked by other crewmen, but there's no story of a hanging. The hanging surely must have been a later addition. Shovell did officiate over a court martial a few months earlier at Toulon which led to the hanging of a would-be deserter --sailors WERE HANGED. This is documented. Since the story of the hanging was a well-known feature of the Shovell shipwreck on Scilly by 1823, that story must have been mixed in decades later by the Scillonians. It is interesting that some commentators worry that Sobel and others who have told the story as usually read worry that they may be hurting the reputation of a great and noble mariner. It's interesting because, of course, Shovell is guilty of an enormous error in judgement that killed some 1500 men, cost England four valuable naval vessels and also roughly 100,000 pounds in treasure (Shovell was mariner, warrior, and also diplomat and banker... To put this in perspective, this "cash on hand" account was probably five times greater than the largest sum offered as the prize for discovering the longitude --a huge amount of money). Shovell's reputation was damned by his own mistake. And what would have been the fate of that sailor supposedly executed on the Association if the execution was pure myth, as seems likely? Would he have lived to a ripe old age?? No. He would have died a miserable death two or three hours later from hypothermia or drowning along with 1500 comrades. I wouldn't shed any tears for Shovell's reputation... In some ways, Shovell reminds me of Edward Smith of Titanic infamy. Like Smith, Shovell was a competent, respected, successful commander, but he made a fatal error very similar to Smith's. He failed to do something that all men of action find difficult to do --he failed to stop and wait. If he had only waited until daylight, the accident would very likely never have happened. Like Smith, in command of the Titanic, Shovell should have stopped his vessel and waited until dawn. He did not, and 1500 people died, and that is his legacy. Also like Smith and the Titanic, the shipwreck of Shovell and his little fleet led to revolutions both in the theory and practice of navigation at sea. -FER The book that I mentioned from 1883, "The Shipwreck of Sir Cloudesley Shovell" is available for download from google books. It is also transcribed here http://www.hmssurprise.org/Resources/SIR_CLOUDESLEY_SHOVELL.html where I first found it, and it is also largely re-printed in "Admiral Shovell's Treasure" by McBride and Larn, which is filled with other details. --~--~---------~--~----~------------~-------~--~----~ To post to this group, send email to NavList@fer3.com To , send email to NavList-@fer3.com -~----------~----~----~----~------~----~------~--~---