Friday, September 22, 2017

Franklin Searcher of the Month: Joseph René Bellot

"The death of Bellot" (with thanks to Andrés Paredes for this image)
Among all the storied names of Arctic explorers from the "heroic age," none resonates so widely, and yet (in some parts of the world) is so imperfectly known, as that of Joseph René Bellot. In the search for Sir John Franklin, which attracted support from people of many nations, he became -- in 1851-- the lone active-duty member of of the French navy to volunteer for such service. Although only twenty, Bellot was no stranger to exploration and its hardships; having already participated in French expeditions to Madagascar and South America; as part of his embrace of the rigors of Arctic travel, he permitted himself only one blanket, and a thin mattress atop a bare wooden board.

Passing through the Bellot strait, 2017
He served under William Kennedy during the latter's Franklin search, which covered more than 1,800 kilometers to and from their winter quarters on Batty Bay. Kennedy, for reasons that are still no quite clear, did not seem to fully trust his second; indeed, he went out of his way to prevent Bellot from making independent navigational observations. When the two came upon the strait that bisected Somerset Island from the Boothia Peninsula, Bellot was -- in part as a result of Kennedy's keeping him in the dark -- reluctant to claim it for what it was. So it was that, when Kennedy named the strait after him, Bellot a first felt more concern than pride; what if this vaunted waterway turned out to be as insubstantial as the Croker Mountains?

But it didn't. Indeed, although Leopold McClintock, the first to try to sail through it, was blocked by ice on its western outlet, the Bellot Strait was to become a mainstay of transit between the Eastern and Western Arctic, and is much used to this day; this past August, I passed through its waters three times aboard two different vessels. Because of its strong currents, it needs to be entered at slack tide, and ships often find themselves passing through in company with others. These same current make the strait, effectively a polynya, generally ice-free throughout the year except for that sea-ice that drifts in from one side or the other.

The Forestier memorial to Bellot
Bellot, committed to the cause of finding Franklin, returned almost immediately after his first expedition, serving under Captain Edward Augustus Inglefield. His high personal character and complete devotion to his duty once again drew admiration from all with whom he sailed; no work seemed onerous to him, no mission too risky. It was on one of these -- an attempt to walk over the ice to deliver a communication to Sir Edward Belcher, that Bellot met his end, falling through the ice so quickly that his comrades could find no trace of him save his walking-stick. The area, in Wellington Strait, is notorious for thin ice; one of my shipboard lecturimg colleagues this summer, Christian Haas, noted that it was near this same area in 2015 that two Canadian ice researchers met with a similar fate. It's comforting to think that it could have been just such a patch of treacherously thin ice, rather than some unexpected crack or lead, that took the life of such a skilled and resourceful man.

Beyond the strait itself,  Bellot's name is remembered in many places in the Arctic and beyond. At Beechey Island, a memorial headboard once stood beside those of Franklin's men; when the others were replaced by replicas, none was made for his, on the theory that it might confuse people as to whether he was buried there. This lack has since been made up by Jean-Claude Forestier, who installed a plaque on a nearby cairn in 2012. There is also, at the other side of the island, a plaque to Bellot placed between Lady Franklin's marble slab and Belcher's Cenotaph. In Greenwich, on the grounds of the old Royal Naval Hospital, a granite obelisk to his memory stands facing the Thames. And, perhaps most fiitingly of all, a crater upon Earth's Moon was named after Bellot in 1935; there, in the "Sea of Feritility," it has among its neighbors craters named after his fellow Arctic explorers Crozier and McClure, as well as two named after Ferdinand Magellan.

Tuesday, September 19, 2017

Port Leopold

The site of the winter encampment of the first major Royal Navy search for Sir John Franklin's expedition, Port Leopold possesses a sense of desolation unlike any other place I've visited in the Arctic. The vast plateau of barren gravel dwarfs even that of Beechey Island, its lone and level plane stretching out toward distant grey cliffs, with only a few signs that living things ever tarried here. The famous rock, carved by the men of HM Ships "Enterprise" and "Investigator" in the latter part of their sojourn there, still stands; nearby, a small and battered HBC outpost is its only company. Built in 1926, it was abandoned in 1927, when (as the HBC record drily notes) it was found to be "too isolated" to carry on a profitable trade. The Inuktitut name for the post, Siqiniq -- the sun -- also seems to mirror that isolation (the HBC post at Arctic Bay was symmetrically known as Taqqiq -- the moon).

The abandoned Hudson's Bay Company post
Indeed, the most lively time ever experienced there was likely that of Ross's encampment with his two ships. Sledge parties were sent forth, exploring the northern and western edges of Somerset Island (not yet known to be an island), and on board the ships, the usual regime of stage-plays, schooling for sailors, and other ship-board occupations continued. Yet even though the crews spent only one winter, their rate of sickness was unusually high, a problem possibly due to the hastily-assembled provisions and equipment. It had been a cold year coming in, and it was a cold year coming out; the Enterprise and Investigator were not released from the ice until the 29th of August. The date on the rock was one that the men had ample time to carve, motivated in part by the hope that no further date would need to be added.

It's not often remarked on, but Ross left behind a store-house full of supplies, should Franklin or his men come that way, said to contain a year's provisions and fuel sufficient for sixty-four persons. Those supplies were never called upon, not does much trace of them remain today, though a slight scattering of barrel-staves and hoops hints that something was there.

Saturday, September 16, 2017

The Mysteries of Radstock Bay

Scarcely a stone's throw from the much-better-known Franklin sites on Beechey Island, tucked away under the mighty shadow of Caswall's Tower, Radstock Bay is in many ways the area's best-kept secret. In August of 1850, after having been present at the discovery of the lost expedition's winter camp at Beechey Island, Sherard Osborn followed a series of deep sledge-tracks -- apparently made by Franklin's men -- to the southeast and east. One set led in the direction of  Cape Riley, while another headed directly toward the limestone face of the tower. Under its shadow, Osborn came upon a remarkable sight:
Arriving at the margin of a lake, which was only one of a series, and tasted decidedly brackish, though its connection with the sea was not apparent, we found the site of a circular tent, unquestionably that of a shooting-party from the "Erebus" or "Terror." The stones used for keeping down the canvas lay around; three or four large ones, well blackened by smoke, had been the fire-place; a porter-bottle or two, several meat-tins, pieces of paper, birds' feathers, and scraps of the fur of Arctic hares, were strewed about. Eagerly did we run from one object to the other, in the hope of finding some stray note or record, to say whether all had been well with them, and whither they had gone. No, not a line was to be found. 
Osborn was puzzled by the sledge-tracks, which cut as much as three or four inches into the muddy gravel, testimony to their having borne heavy loads. At some points, they veered onto higher ground, "the sledge-parties appeared at last to have preferred taking to the slope of the hills, as being easier travelling than the stony plain."  Why Franklin's men would have chosen such means of conveyance, in the apparent absence of ice or snow (or with so thin a cover of these that the runners cut down to the gravel below) is perhaps the first mystery of the place.

A Franklin-era tin
But there are others. Visiting the site this past August, a mere 167 years later, I found that several of the tins mentioned by Osborn are still visible; near them I also observed many barrel staves and heavy iron barrel-hoops, doubtless from later in the Franklin search era. Most puzzling of all, though, were a series of fragments, some of them quite large, of a boat built using old square copper nails. One long section (seen above) had wooden rubbing-strips affixed, while others showed traces of faded yellow paint. These materials had plainly been there a long time, as the moss had encroached on their borders, but they certainly had not been present in 1850. It's my surmise, though, that these may be parts of Sir John Ross's yacht the "Mary," left at Beechey Island in 1851, and which has been by slow degrees scavenged to such an extent that nothing now remains but her mast and a few broken planks. Why someone would have dragged them to this spot remained unclear, although some graffiti on a nearby plank with the date "1970" suggested that, at least at times, passing parties camped here.

Caswall's Tower
Another question is what happened to the two cairns observed there by Osborn's party. The "brackish lake" -- now named Red Loon Lake -- remains, but I could find no trace of cairns nearby. The archaeologist James Savelle, who worked here in the early 1980's, had reported a cairn built practically in the middle of one of the several Thule-era stone hut ruins at the site, but I could find no sign of it either, though in one of the houses I could see a board or plank that looked to be of the Franklin era. Neither cairn, in any case, had ever been reported to have contained a message, leaving the exact purpose of the encampment there uncertain. The cliffs of Caswall's Tower have seen many expeditions come and go; for a time Ian Stirling had a hut up there from which he made observations to determine at what distance a polar bear could smell a seal's corpse. Ours was just the latest of many visits, but I feel certain that there is more to be learned from the site; next time I'm there, I hope to be able to make a more positive identification of the boat fragments. All the same, I'm sure that won't be the last of the mysteries of Radstock Bay.

Wednesday, September 13, 2017

Fort Ross

Among the more storied spots that I was able to visit during my voyages this past August is surely Fort Ross, whose significance stretches from the Franklin search era to the 1930's and beyond. Not far from here, Francis Leopold McClintock established a camp at a place he dubbed "Depot Bay": it was from here that he crossed over to take on the search on King William Island. The entrance to the Bellot Strait is just around the corner, and he'd hoped to sail on through it -- but alas, even though its strong currents generally keep the Strait ice-free, that year ice on the western side blocked further progress. Still, it was from here that he departed, and here that he returned, just prior to sailing back to England with the news of Franklin's men and the final note found in the cairn at Victory Point.

Patsy Klengenberg [left] with his adopted son aboard Aklavik
The spot remained desolate until 1937. That year, the Hudson's Bay Company, in what was to be its last effort at expansion into the High Arctic, decided to establish a trading post at the site. L. A. Learmonth, the legendary trader (and Franklin searcher) was selected to command the post; he was to take ship aboard the Nascopie from the eastern side, and meet the schooner Aklavik which would arrive from the west, to make a meeting of trade from either end of the Northwest Passage. Unfortunately, Learmonth was an impatient man; eager to select the post's site before others had arrived, he and his second left Gjoa Haven early on a motor launch towing a canoe. They ran into engine trouble and ice which obliged them to abandon the launch and make a lengthy portage with the canoe, with the result that they arrived late, with the site for the future fort already selected.

It's hard, though, to imagine that Learmonth could have found a better spot -- the fort sits on a low, flat peninsula of land, tucked away in a modest bay from the last point of land on Somerset Island before the eastern entrance to the Strait. The HBC hoped that the fort could capitalize on new sources of Arctic Fox pelts, but that was not to be -- after a slow decline throughout the 1930's, the price of pelts collapsed with the onset of World War II. What was worse, the site turned out to be extremely difficult to resupply; after failing to reach the fort in 1942, the Nascopie came painfully close in 1943 -- the residents of the fort (which included an Inuit community of 16 people) could see the smoke from her smokestack -- but despite the best efforts of her veteran captain Thomas Smellie, she was forced to retreat without reaching them. The staff at the post, then headed by Bill Heslop, would need to be evacuated, but the R.C.A.F. had no plane available which could manage it. The U.S. Army Air Force volunteered to provide a Douglas C-47 Skytrain (the military's version of the DC-3), and J.F. Stanwell-Fletcher, a former RCMP officer turned U.S. airman, parachuted in with supplies -- the first such jump ever made in Arctic Canada.

Captain Fletcher's real mission was to find and stake out an appropriate airfield, which -- with Inuit guidance -- he managed to do on a lake about ten miles from the post. On November 9th, the plane managed a landing, and Bill and Barbara Heslop were taken aboard while provisions and ammunition for the Inuit were hurled overboard. At the last minute, it was decided that the Heslops' dog, "Hobo," added too much weight to the plane, and he was left behind. The post would eventually be re-manned in 1944, but by 1948 the HBC had decided to close it permanently, bringing to an end their experiment with fur trading in the area. The post warehouse remains -- stocked for those needing emergency supplies -- along with the trader's house, last used by the Canadian Wildlife Service in the 1970's. It's open to the winds today, its former "comfy chair" a mass of rusty springs, its mahogany trim dry and peeling. The workshop which once had stood nearby was taken down and rebuilt at Spence Bay, which was the eventual home for the Inuit there as well. Except, that is, for four of their community killed in an avalanche; their graves still stand on a rise above the fort, offering mute testimony to the end of a time long gone.

Tuesday, September 12, 2017

Veni, vidi, Beechey

The first time I visited Beechey Island was in April of 2004, as part of the filming of the 2005 NOVA episode "Arctic Passage," I didn't have much time to walk around. The film crew had chartered a helicopter, and as soon as they'd gotten the shots they needed, it was time to head back to Resolute. At the time, I wasn't sure I'd ever be able to return -- but now, this past August, I was there three times in the space of two weeks!

It never gets old. What's more, being able to see the island from many different directions and angles, and in all sorts of weather, revealed much more about its variability, its place in light and shadow, its moods if you will. On my first visit, in early August, the entirety of Erebus and Terror Bay was packed with wind-driven ice, which obliged us to arrive on the Union Bay side, separated by the narrow tombolo that yokes it to Devon Island. This, as it happens, was the way it was first visited by those searching for Franklin in 1850; having seen an enormous cairn on the cliff-top, Sherard Osborn trekked up its sloping backside, failing to notice the traces of a camp that lay just around the corner. This latter discovery was made by William Penny's men, who came running back to their ship shouting "Graves, sir! Graves!"

And the graves are yet there, though their headboards have been replaced by modern replicas; having seen them before only amidst the sweep of snow and ice, they looked even lonelier in their vast bleak grey-brown swathe of gravel. Little else remain of the camp, though the stone outlines of what may have been a storehouse and a garden may be seen; the garden apparently was populated by plants brought over from lusher lands nearby. The oblivious optimism of such a gesture well befitted those who, raised on Robinson Crusoe, who dreamed of
Making a garden of the desert wide,

Where Parry conquer'd death, and Franklin died.
On my second visit, scarcely three days later, the wind had shifted, leaving Erebus and Terror Bay entirely free of ice. This time, though, I headed first to the Northumberland House side, which I'd missed on my previous visits. There, remarkably, a few timbers of the old frame still stood, over a dense scatter of barrel-hoops, staves, and rusted cans. One, on examination, proved to bear the stamped markings of "D. Hogarth & Co." of Arberdeen, revealing this to be one of the tins supplied to Belcher's squadron in 1852 (Thanks to Peter Carney and Gina Koellner for the ID). There, also, the mast of Sir John Ross's "Mary" stood mute testimony to his fidelity in seeking after his missing friend, as did the Cenotaph, atop the tilted marble stone dispatched by Lady Franklin in 1855 with one of the expeditions searching for Dr. Kane, but undelivered until McClintock's visit in 1858.

And then, at the end of August -- and the end of such summer as these regions enjoy -- I was there once more, stationed for several hours to interpret at the gravesite as the braver passengers arrived by zodiac. The temperature was just slightly below freezing, but a fresh fall of snow now coated the island, and a constant 30 mph wind rendered my exposed position a chilly one. Leaving on one of the last zodiacs, I turned back toward the sight, knowing full well that this was but the first and mildest harbinger of a winter that would see the entire island plunged into months of darkness and extreme cold. These were Beecheys I could not -- yet, at least -- know, but these graves had already witnessed more than 170 of them.

Monday, September 11, 2017

Community visits

Arriving at Grise Fiord for a Communuty Visit
One part of nearly every Arctic adventure voyage in Canada is a visit to an Inuit community. Many of the passengers I met this past month had never before visited a northern hamlet, and weren't sure exactly what to expect. When I was working with One Ocean, they always gave a pre-visit briefing, beginning with a simple yet vital observation: Entering an Inuit community is much like entering the front door of someone's home -- someone that you are just about to meet for the first time. Under such circumstances, of course, most of us would be courteous and respectful; we wouldn't poke about our host's refrigerator or pick up family photos from the mantelpiece, certainly not without asking first. And yet, unless they're made aware of the nature of their visit, many who are traveling up north might not think twice about taking kids' photographs unasked, staring at people's homes, or wandering through the local cemetery. Thanks in large part to the briefing, the passengers I accompanied all acted appropriately, and made the most of a rare opportunity.

There are a few things nearly every such event involves: a visit to the main buildings (the hamlet's offices, the Co-Op and Northern Store, and perhaps its health center), followed by a stop at the community hall, heritage center, or wherever the cultural performance or sale of local art and crafts is to take place -- it could be, for instance, in the school gym, as it was when we visited Grise Fiord this past August. For the expedition company, there are forms and procedures to follow; typically these will be worked out with the hamlet's Economic Development (ED) officer, and will include the hiring of local guides, payment for performers, and also for any refreshments. As with many cultural encounters, the breaking of bread (or, more often up north, bannock) remains an important symbolic element of creating a sense of social connection. Sometimes, as with our visit to Grise Fiord, traditional Inuit "country" food is included, such as muktuk, which is always a special treat.

And fresh muktuk was available, as it happened because local hunters had harvested several narwhal, which they were still in the process of butchering on the beach. For some passengers, of course, this might be a bit disturbing; a decision was reached to land the zodiacs a little further up the beach, so that it wasn't the first thing the new visitors encountered. Most, when they came to understand the vital importance of traditional foods in Inuit culture, understand and respect their role. Indeed, the relatively low incidence of diabetes (among other health problems) in Grise Fiord is directly linked to that community's greater reliance on traditional, healthier food sources.

Larry Audlaluk
For this visit, we were very fortunate that our time there was guided by Larry Audlaluk, who is not only the town's ED officer but a leading historian, both of his own people and of polar exploration generally. One of the original group of High Arctic Exiles in 1953, Larry took our group up to the monument erected in 2010, which overlooks the town, and faces the direction of its companion sculpture in Resolute Bay. He recounted the many years of privation and desperation experienced by his family and community after the relocation, as well as the long and difficult journey toward making this place their home, and finally letting go of deeply-felt resentment. He pointed out his house in the town from our location, proudly noting that it's "the one with the Canadian flag." Aftward, we visited the site of the town's water supply, and attended a cultural presentation at the school gym. Although it was only a brief visit, I believe that everyone there gained a new understanding of life up north in a small settlement such as this, and a new appreciation for the history of the community.

We all, of course, like to feel sympathy for those who have endured hardship and injustice -- and we all are curious to learn more about each other. With a visit such as this, these two human impulses can begin to grow together -- after all, it's hard to care meaningfully about people you haven't gotten to know.

Thursday, August 24, 2017

To find the hand of Franklin ...

The photo at left was taken on the broad, sloping plateau above Fury Beach -- and yes, of course, it's part of a seal's skeleton, not a man's -- but when I stumbled upon it in the company of a group of fellow voyagers a couple of weeks ago, we laughingly gave it that name. And well we might, as we'd already visited Beechey Island, Sir John Franklin's first winter camp of 1845-46, and paid our respects at the graves of the three crewmen who died there. The phrase was in our ears as well as on our minds: the night before we landed at Fury Beach, we'd all joined together in a rousing chorus of Stan Rogers' immortal "Northwest Passage": "Ah for just one time, I would take the northwest passage / to find the hand of Franklin reaching for the Beaufort Sea ..." As part of One Ocean's 'Pathways to Franklin' voyage, of course, we were all in a sense seeking Franklin, though also realizing how much time, and tide, and scouring ice had worn down the shores on which he and his men once trod. At Fury Beach, we found a wide scattering of barrel staves and hoops, the last remnants of what had been a substantial cache of supplies offloaded from the wreck of Parry's HMS Fury, which had met its fate there in 1825, too badly damaged by the ice to be repaired. On that occasion, Parry had ordered his men -- including a young midshipman by the name of Francis Crozier -- to offload the supplies and cache them on the beach, should any future Arctic explorer have need of them.

And indeed they did. Returning from their voyage to the Gulf of Boothia in 1829, Sir John and James
"Somerset House"
Clark Ross had abandoned their ship, the Victory, in Victoria Harbor and trudged up the coast of the Boothia Peninsula and Somerset Island, in hope of rescue. For the winter of 1832-33, they found shelter at Fury Beach, living comfortably off the stores and erecting a modest dwelling of canvas tenting and snow-blocks they dubbed "Somerset House" during which they enjoyed a winter of relative comfort. That next spring, they sailed their small boats up into Lancaster Sound, where they were rescued by a passing whaler -- indeed, the very same ship that had once been Sir John Ross's during his 1819 exploration of Baffin Bay. Grand as that structure appeared in this lithograph of its "Transverse Section" in Ross's book, its mostly ephemeral building materials have left no trace detectable today.

Fragment of food tin at Fury Beach
One of the peculiarities of the Franklin mystery is why Crozier -- who became its commander on the death of Sir John in 1847 -- never sought out Fury Beach for the same reason. He may have thought its stores depleted, but those who revisited the site in the 1850's found that there was still a considerable amount of some stores, such as flour, that was perfectly usable. After all, having placed the original cache, and having Ross's account of his expedition in his shipboard library, he could have readily learned what remained. Ross, though noting that his men had eaten all of tinned meat, gave a tally of "“30 casks of flour, each weighing 504 lbs, and 12 casks of 336 lbs; 11 casks of sugar, each weighing 372 lbs; a few kegs of lime juice, and a large quantity of parsnips, carrots, soups etc." All that's left now, aside from the timbers of the Fury which one can dimly glimpse through the icy water, is a few old bits of wood and metal that can, at most, merely hint at the human presence here at this remote strand.

Friday, July 28, 2017

Heading North

View of Resolute Bay from the South Camp Inn (2004)
It's been thirteen years since I was last in the Arctic -- in person -- though in spirit, I've never really left. Over those years I've published two books -- Arctic Spectacles and Finding Franklin -- which have drawn both from my experiences there and from research in archives around the world. I've been fortunate to make many friends among my fellow-sojourners in the North, including some who have lived there all their lives, and some who, like me, are mainly adventurers of the armchair variety.

When I was last there, it was for the filming of the documentary Arctic Passage: Prisoners of the Ice, a co-production of WGBH's acclaimed NOVA program and ITN Factual, the documentary division of Britain's Channel 4, which offered what was then state-of-the-art knowledge on the story of the lost Franklin expedition. We filmed at the Franklin graves at Beechey Island, on the cliffs overlooking the hamlet of Resolute, on the ice of Resolute Bay, and in and around Gjoa Haven on King William Island. We traveled almost entirely by air -- small commercial planes, and, for the trip to Beechey, a chartered helicopter. I'm very proud of the film that we made, although of course a great deal has changed since then: both of Franklin's ships have been found, and extensive new archaeological work on the ground has advanced what we know of the movement of Franklin's men on land. And yet, as with any mystery of this size, so long searched for and scrutinized, even today we have more than our share of "known unknowns." Were the ships piloted? How widespread was the cannibalism that's been attested to at Erebus Bay? And of course, above all -- if one is inclined toward the more Romantic aspects of the story -- where is the grave of Sir John Franklin himself?

This time, though, I won't be participating in a film; instead, I'll be lecturing aboard a series of voyages, both from the comfort of shipboard conference rooms, and on some of the sites on land which have been made famous by the exploits of nineteenth-century explorers. I'll be back at Beechey, of course -- but also at Fury Beach, where the Parry expedition's ship HMS "Fury" ran aground and was abandoned, and from whose stores, a decade later, Sir John and James Clark Ross made sustainance enough to reach an unlikely rescue. I'll be at Fort Ross, at the entrance to the fabled Bellot Strait, whose first post-manager, L.A. Learmonth, was a veteran Franklin searcher. I hope also to stand on or near Victory Point, James Clark Ross's furthest, and the site of the last known written record of Franklin's men. And, I hope, I'll be able to pass near the sites of both of Franklin's fabled vessels, the Erebus and the Terror (one can't get too close, as they are now in protected areas).

And this time, going by ship, I'll have a perspective much closer to that of Franklin and his men. Even for a modern vessel, these waters are not without hazards; even with GPS and modern safety equipment, a landing on shore and visit to an historical site require considerable caution, planning, and permitting -- and a polar bear may always decide to investigate the invaders.

I'll also be drawing from a different tradition than that of documentary film -- that of the public lecture. In the decades during and immediately after the search for Franklin and the discovery of the final record at Victory Point, there were many who gave public lectures on what was known -- or unknown -- about the fate of Franklin. The speakers included many leading lights of the day, among them: William ScoresbyLeicester Silk BuckinghamCharles Francis Hall, and William Bradford. These noted figures, however, did not have the enviable platform of an icebound ship, though they could always -- as did Dickens's friend Henry Morley -- board a phantom ship in their imaginations. For myself, as a speaker and (mostly) imaginary sojourner, I feel I'll be in good company, and have no doubt of my capacity to inform and amuse. And yet, as a voyager, I'm as much a greenhorn as any passenger.

I do also have a couple of tools my predecsssors lacked: this blog, and my Twitter account. As time and technology allow, I hope to be able to post periodic bulletins, along with some photographs and other materials from my voyages. I invite my readers here, who have followed me these last eight years, to come along with me on these latest adventures.

Thursday, July 27, 2017

Sir John Franklin's Arctic Medal?

News this morning has emerged that an Arctic Medal, in the possession of the Stromness Museum in Orkney, has been identified as Sir John Franklin's own medal. Certainly, if that's accurate, this modest token would almost at once become the most valuable and significant medal of its kind. One which came to auction a few years ago -- that belonging to Lieutenant John Irving -- sold for $60,000, and there's every reason to believe that Franklin's own medal would be worth many times that.

But how came it there, and how certain is the identification? I met with Janette Park, the curator in Stromness, this past May, at which point she seemed confident that the medal was one of significance, but was still awaiting further research. This was apparently provided by Jeremy Michell at the National Maritime Museum, and although somewhat tenuous, the conjectured line of provenance would run something like this: Sir John was immensely fond of his niece Catherine and her husband the Rev. Drummond Rawnsley; he visited them just a few months before he sailed on his final, fatal voyage. He was there to serve as godfather at the christening of their son, Willingham Franklin Rawnsley, named after his late brother, and presented them with a bound volume including a Bible and prayer book, which he inscribed:
To Willingham Franklin Rawnsley, from his affectionate Uncle and Godfather, on the day of his baptism, 23d March 1845, John Franklin. Search the scriptures. Pray with spirit and with understanding also.
This very infant, as fate would have it, grew up to compile a life of his great-uncle's wife Lady Jane, which was published in 1923 when he was seventy-eight. The Rawnsleys thus had rich reasons to remember Sir John -- which thus connects them with a slip of paper, formerly adhering to the medal, with the initials F.A.R., thought to be those of Francis Anna Rawnsley. The medal remained in the Rawnsley line, and was brought to the Stromness Museum by Rosalind Rawnsley, so the line of provenance is entirely plausible. Unfortunately, no correspondence or family mention of the medal survives, so the line is still somewhat conjectural. There is one other bit of evidence -- a reference to Franklin's medal missing its eyelet and ribbon, which also matches this exemplar. It's also worth noting that the medal is not mentioned in any of the documents associated with Sophia Cracroft, Lady Franklin's niece and one of the executors of her will, and thus was not among the many Franklin-related items from her estate which passed to the Scott Polar Research Institute in the Lefroy Bequest. Absence of evidence is not evidence of absence, of course -- but here it at least does not contradict the conjectured transmission of the medal to the Rawnsleys, though it suggests that it more likely happened before Lady Franklin's death. If so, the gift was surely made in the spirit of the strong bonds of affection which linked Sir John to the family -- and so, in any case, makes this medal one of unusually significant historical interest.

Wednesday, July 5, 2017

Relics of Surpassing Interest at Greenwich

Some one hundred and fifty-eight years ago, the British public were drawn with awe and reverence -- along with not a little idle curiosity -- to Greenwich Hospital, where, in glass cases sorted by type, there lay a strange and compelling array of what had once been ordinary objects: eyeglasses, forks, spoons, bits of uniform cloth, cigar cases, cap-bands, and dozens of books. These items, so unremarkable without their strange provenance, were the last material effects of the once-vaunted Arctic expedition led by Sir John Franklin, which had sailed past the very grounds of that hospital, waved on by cheerful crowds, a mere fourteen years before.

The sight was compelling in a way that no case of crown jewels, no orient pearls, could ever have been; the crowds filled the room and spilled out the doorway far into the street. Wilkie Collins, writing about the last letters of James Fitzjames, who had been Franklin's second aboard HMS "Erebus," knew why:
At every point of the dread pilgrimage from this world to the next, some domestic trace remains that appeals tenderly to the memory, and that leads us on, from the day when the last illness began, to the day that left us parted on a sudden from our brother or sister-spirit by the immeasurable gulf between Life and Eternity. The sofa on which we laid the loved figure so tenderly when the first warning weakness declared itself; the bed, never slept in since, which was the next inevitable stage in the sad journey; all the little sick-room contrivances for comfort that passed from our living hands to the one beloved hand which shall press ours in gratitude no more; the last book read to beguile the wakeful night, with the last place marked where the weary eyes closed for ever over the page; the little favourite trinkets laid aside never to be picked up again.
And now, in 2017, a great many of these relics will be seen again, re-united, as it were, with others whose trail through time took a different course: left behind on Franklin's ships, dropped from the weary hands of the last few survivors as they trekked over land, or excavated by archaeologists. Adding immediacy to the tale of woe of those last few stragglers, we have also the oral traditions of the Inuit, as recorded by those who searched for Franklin, illustrated by objects the Inuit repurposed for more practical use. And, in the innermost of sanctums, casts of the bones whose incised cut-marks verified the most difficult and distressing news of all: that the last few men, in the words of Dr. John Rae who conveyed the Inuit accounts, had turned in their desperation to the "last resource."

There is a strongly positive message here as well, though, and it's not the usual one about England's brilliant naval accomplishments. It's the Inuit testimony itself that guided modern searchers to his ships, the testimony of those who such men as Dickens derided as "the vague babble of savages." Whether in archival manuscripts, such as those of Charles Francis Hall, or in modern accounts, such as Gjoa Haven resident Sammy Kogvik's story of a strange wooden post in Terror Bay, it was the Inuit who led the way to where the lost lay low. It's my personal hope that, with the story now told in its fullest dimensions, people from the UK and around the world will come to appreciate not simply the tragedy of Franklin's expedition, but the story of intercultural understanding and co-operation that led to the unravelling of one of the great mysteries of all time.

NB: The exhibit, Death in the Ice, opens at the National Maritime Museum in Greenwich on 14 July; it will appear there through the rest of the year, after which it will be shown at the Canadian Museum of History in Gatineau beginning in March of 2018.

Monday, June 19, 2017

Seeing Double

James Fairholme's Two Portraits (the new one at the CMH is on the right)
With the announcement, via its blog, of the acquisition of the Fairholme collection by the Canadian Museum of History, we can now add one more to the short list of photographic portraits of the officers of the Franklin expedition. The original Daguerreotypes were made by  Richard Beard and his franchises, who formed one of only two British patent holders of the process in 1845 when they were taken. At the time, portraits were the primary stock in trade, and both Beard and his rival Claudet sought to find ways to make more of them more readily available -- both by reducing the exposure time, and exposing more plates. According to an 1841 article in The Spectator, Claudet used two cameras at once, each focused on the sitter from a different angle, while Beard's operators simply exposed two plates one after the other. Beard's method allowed for a pause between exposures, and sitters were able, if they wished, to shift their pose. Of the photographs of Franklin and his officers, we have an image of this second plate for only four -- James Fitzjames, Henry Thomas Dundas Le Vecsonte, Charles Frederick Des Voeux, and now James Walter Fairholme.

The Fairholme image is -- like all the others except Le Vecsonte's -- a copy made using the calotype process, which produces a paper negative from which positive prints can be made. It was preserved by the family, and was recently donated, along with a fork of Fairholme's and his Arctic Medal, to the CMH. In it, we can see that he made a fairly dramatic change between exposures -- removing his cap, unfolding his arms, and sticking his hand into his uniform vest (indeed, since the vest is unbuttoned in the previously known image, it may well be that it was made after the newly-revealed one). And, wonderfully, we have a quote from a letter (dated May 29th 1845, "off Aberdeen") to his father in which Fairholme describes his sitting:
“I hope Elizabeth got my photograph. Lady Franklin said she thought it made me look too old, but as I had Fitzjames’ coat on at the time, to save myself the trouble of getting my own, you will perceive that I am a Commander! and have anchors on the epaulettes so it will do capitally when that really is the case.”
This tells us a number of things: that Lady Franklin was present when the image was taken and/or presented, that Fairholme sent one of the two plates to his sister, and that he'd borrowed Fitzjames's coat for the portrait. Indeed, it appears from all the evidence I've seen that it was Lady Franklin who'd commissioned the Beard portraits, or at least she who oversaw them; it appears likely that she herself took one of each of them, leaving the second for the individual officers to dispose of as they liked.

This is confirmed -- but also complicated -- by a remark in a letter by the Erebus's Ice Master James Reid: "Lady Franklin has ordered all the officers' likenesses to be taken, and mine among the rest, with my uniform on. She keeps them all by herself." (see Andrés Paredes Salvador's excellent blog post on Reid, "Willing to Go," for more details). Reid's remark suggests that perhaps not all of the officers were offered -- or perhaps felt they could afford -- a second portrait, for which Beard's going rate was a guinea. If Lady Jane was paying only for her own set, the additional cost might well have been off-putting to a career whaler such as Reid; a guinea in 1845 is the equivalent of nearly £95 today!

Even for those who obtained their own portraits were faced with the fact that a Daguerreotype is a one-off -- there's no way to make prints without re-photographing it. And so they turned to the Talbotype or calotype process, which created a paper negative from which paper prints could be made. The earliest example this is the large mounted set of fourteen of these portraits, apparently once the property of Franklin's niece Sophia Cracroft, which consists of high-quality salted paper prints of each plate, including several the originals of which have not survived -- it was made quite early, no later than 1851). Fairholme's is also a salted paper print, which suggests an early date, although such prints could be made at any length of time from when the negative was taken.

We'll want to be on the lookout for more of these "seconds" -- it seems very likely to me that Beard's operator was directed to make two exposures of each sitter -- the same research that's been undertaken to find descendants of Franklin's men for the purpose of obtaining DNA samples may also turn up further images of this kind.

My thanks to Geoffrey Batchen for his expertise, and for referring me to the Spectator article!

NB: The second image of Le Vesconte is not, as it turns out, a second plate exposed at the original sitting, but a Daguerreotype copy of the original (thanks to Peter Carney for pointing this out), so in fact we only have three true "seconds."

Saturday, May 13, 2017

Franklin sessions at the CAA

Parks Canada's Marc-André Bernier (photo by R. Tacichman)
Yesterday was a real treat for those attending this year's meeting of the Canadian Archaeological Association -- a full day of papers from both land-based and underwater experts giving background as well as the latest discoveries in their collective work on the fate of the Franklin expedition. The speaker's list offers a who's who of the foremost archaeologists in this field: Ryan Harris, Marc-André Bernier, Anne Keenleyside, Doug Stenton, and Robert Park -- along with several of the conservators and curators who are working with the recovered objects. Karen Ryan, the lead curator of the large exhibit which will open this July at the National Maritime in Greenwich, and arrive in 2018 at the Canadian Museum of History in Gatineau, was joined by Claire Champ, Danielle Goyer, and Kerry McMaster in a joint preview of the exhibit, which -- at 6,500 square feet -- will be the largest one of Franklin-related materials in more than a century, and the first to feature newly-recovered relics. Perhaps just as notable was the presence of David C. Woodman in the audience, since his work on the historical Inuit testimony was in many ways the key that unlocked these previously hidden histories.

There were a number of significant updates and revelations -- here are just a few highlights:

• Although an anchor cable seen stretching out from HMS "Terror" was once thought to be evidence that it had been anchored at the site, it appears that this anchor is still aboard ship; the cable had simply played out from the windlass. Parks was able to get some quite good imagery via ROVs and early spring dives through the ice.

• The propellor compartment on Terror was filled with a wooden block, so the propellor was not deployed -- making the presence of what's been thought to be the exhaust pipe of the steam engine still more of a puzzle.

• A previously unidentified object in the vicinity of Terror has been identified as a ship's cutter boat with clinker construction. Oars on top of the port side ice channels were noted; she was 23 feet long.

• The first focus of work involving the recovery of objects may well be HMS "Erebus," due to the fragile condition of the wreck and its vulnerability to currents or passing ice in its shallow resting place. Already, much of the upper and lower decks have collapsed onto the bottom.

• Jonathan Moore stated that there was as yet no evidence of Inuit scavenging of HMS "Erebus."

• Charles Dagneau showed images of graffiti and cut-marks on plates, possibly marks of ownership similar to those found on silverware. Based on an initial assessment of this evidence, the officers and sailors seem to have interacted more closely than might otherwise have been imagined.

• As they've said all along, the Parks Canada team feels that there's a very good chance of recovering written documents. A key question will be to establish a timeline -- which ship was manned (if indeed both were), and which abandoned first, and how and when were they connected to sites on land?

• In terms of archaeological work on land, Doug Stenton is still hoping to identify the location of the "Tent Place" at Terror Bay, now that we know where Terror is.

• Anne Keenleyside gave a presentation on her work (with Stenton and Park) on DNA recovered from  the bones of Franklin expedition members. As has been noted here and elsewhere, the most significant revelation of this study has been that a much higher number of individuals met their end at Erebus Bay than had previously been thought.

We live in exciting times.

Sunday, May 7, 2017

The Hall of Clestrain

In front of the Hall of Clestrain (with thanks to Regina Koellner for the great photo!)
This weekend, I've had the opportunity to visit the home of an old friend, John Rae, "The Arctic Traveller," one of the most capable and steadfast explorers ever to venture into the Frozen Zone. I'm enormously grateful to the John Rae Society for bringing me over, and inviting me to give a series of talks to the public, as well as to local colleges and primary schools. Their Rae Festival is only about halfway through, but already I have met more people of extraordinary character, kindness, and genuine interest than I've had the pleasure to encounter at nearly any other place I've visited. John Rae's father, who worked as the Hudson' Bay Company's representative in Stromness for many years, is said to have recruited so many locals that at one point, 75% of the HBC's workforce were Orkneymen. Though not "gentlemen" in the conventional sense, a better company of adventurers can scarcely be imagined.

The Society organized two open days at the Hall, both of which (despite the second being a tad blustery) were very well attended indeed. The tours went so frequently that my host, Andrew Appleby (the society's president and chief tour guide) was obliged to turn around and give another the moment he returned from the previous one. There is much that needs doing -- the society's tent included a copy of the latest building survey -- but the first tasks are especially urgent: controlling moisture, evicting the pigeons, and stabilizing the floor and roof. Contributions have been abundant over the weekend, but much more is needed; the more solid a foundation the society can lay, the better the chance of more substantial grants further along.

I was also, on this occasion, delighted to meet Jane Hamilton, Rae's great-great-grand-niece, whose extraordinary novel Finding John Rae takes up the explorer's tale in the first person, re-imagining his journeys as only he experienced them. She brought her family with her, including several cousins, all of whom convinced me anew that the line of John Rae is one of perseverance, courage, keen observation, and -- above all -- kindness.

Tuesday, May 2, 2017

John Rae Festival 2017

This evening, I'll be on a series of flights that will take me to Kirkwall in Scotland's Orkney Islands, where I'll be among the speakers this year's festival, sponsored by the John Rae Society. The main events are listed on the poster shown here; a more detailed schedule can be had online here. I'm looking forward tremendously to meeting the good people of the Society, as well as novelist and Rae great-grand niece Jane Hamilton, whose new book Finding John Rae is to be launched at the festival. There will also be copies available of my own recent book, Finding Franklin, along with the late Garth Walpole's Relics of the Franklin Expedition, which features images of many of the relics brought back by Dr. Rae, both on the cover and within its pages.

I'll be giving two talks: first, on Friday in Stromness, "The Habit of Exact Observation: Dr. Rae's Discovery of the Fate of Franklin," and then on Monday in Kirkwall, "Things Worthy of Record: The Legacy of Dr. Rae." As the titles suggest, the first talk will focus on Rae's 1854 discovery of the Franklin relics, along with Inuit testimony as to his men having turned to the "last resource"; the second will highlight Dr. Rae's contributions later in his life, including his consulting with the American Geographical Society on plans for the Schwatka expedition in 1878. Each lecture will feature some new images and letters never previously published or known: in the first, detailed imagery of Rae's own personal collection of Franklin relics; in the second, a series of letters between Rae and other Arctic luminaries, along with letters written by his widow Kate in the  time just after his death in 1894.

I hope that who can will join me at one or both of these talks, and who have an interest in the career and accomplishments of Dr. Rae, will find that they renew and freshly kindle their admiration. 

Friday, April 28, 2017

Of spoons, forks, and insanity ...

Photo used with the permission of Jersey Heritage
Regular readers of Visions of the North will recall my older posts about the silver utensils -- one spoon in particular -- that played such a key role in the launching of the Schwatka expedition; the story is also told at greater length in Chapter 8 of my Finding Franklin. And yet now, I've discovered quite a new and different chapter of that story, and found a trail of "clews" that stretches all the way from Arctic Canada, to New York, Milwaukee, and eventually to the Channel Island of Jersey, where one of Potter's forks unexpectedly turned up at some point prior to 1936.

The story begins with Captain Edwin A. Potter, late master of the New Bedford whaler "Glacier," who in 1873 returned from two winters in the Arctic with a handful of silverware that had a tale to tell. Captain Potter might not have been the best observer -- he thought that Franklin's crest on his spoons resembled an Indian with a bow and arrow! -- but he did realize that what he had obtained were relics of the Franklin expedition. Two large spoons of Sir John's -- one with the famous copper mend -- were the stars of the show, but their impact wasn't felt until a few years later, when Thomas Barry brought them to the attention of the American Geographical Society (Barry claimed he'd received the spoons from the Inuit; Potter claimed he'd stolen them from him).

As I recount in my book, the spoons were eventually returned to Sophia Cracoft (not, by her account by Thomas Barry as he'd claimed, but only when the whaling company that employed him demanded them back, from whence they went to the US Naval Observatory, and then to Miss Cracroft). But what of the others? What, especially, of the fork with the initials "R N" scratched into it, which Potter thought might mean "Royal Navy" (though that would be odd, as in every other instance the initials were those of one of Franklin's men). A few days ago, looking for better imagery of the silverware of Henry Thomas Dundas Le Vesconte, I noticed, via a footnote in my friend Huw Lewis-Jones's article about him, that there was a fork of his in the collections of the Société Jersiaise. That esteemed entity, now a part of Jersey Heritage, had an online database of its collections -- but alas, no fork was listed.
Detail of fork
Hoping against hope, I wrote to them, and received a very kind reply, with the photo above, confirming that they did indeed have such a fork, whose ownership was attributed to Le Vesconte (whose family was from Jersey). The museum, alas, had no provenance for the fork; it first was mentioned in their records in 1936. But in any case, there, scratched onto its upper surface, were letters that looked very much like RN, or perhaps RM, or RII -- it was hard to be certain, but only one fork was said to have had similar marks -- that of Captain Potter.

The line of transmission was very unclear, however. If this fork had been Potter's, how had it found its way across the ocean to Jersey? It was then that I searched the archives of the American Geographical Society (now in Wisconsin), which had sponsored Schwatka's expedition, and found a very curious item. It was, in part, a typed copy of an undated newspaper article, under the headline INSANE.
Captain Edwin A. Potter, formerly of this city, but for a couple of years past a resident of Westport, has been adjudged insane, and was taken to the asylum at Taunton yesterday by Deputy Sherriff Kirby. Capt. Potter sailed for many years from this port in the whaling service, and at one time commanded the bark Glacier in the Hudson Bay fishery.
But what would a notice of Potter's insanity be doing in the AGS archives? The answer was typed below:
Above is a copy of a clipping lent to us by Mr. Wood of the American Numismatic Society, accompanying two forks, two large spoons, and one small spoon. They were returned to Mr. Wood on November 18, 1930.
Howland Wood
"Mr. Wood" was doubtless Howland Wood, the longtime curator of the ANS. But what would he be doing with Potter's spoons and this newspaper clipping? I can only assume that, at some point near the date of this note, Captain Potter's effects had been brought to his attention, possibly via a pawnbroker or someone managing an estate sale. He was born in New Bedford, so news of the story would have been local knowledge. In his search to identify the utensils, he'd found (or been given) the clipping, and had sent the items to the AGS for assessment, or advice. If it was advice he'd sought, I feel confident that they would have recommended they be returned to the the families of their late owners, and that it was by this means that the fork attributed to Le Vesconte arrived in Jersey prior to 1936.

But there is yet more to the mystery: the fork, like those at the National Maritime Museum, has only been photographed from above; with this style of cutlery, with a ridged top, the crest is generally etched on the underside, along with the maker's hallmarks. I'm waiting to hear what the good people of Jersey Heritage uncover; they have taken a great interest in my findings, and plan to have the fork removed from its case and photographed on both sides.  I'll follow up here with a fresh posting as soon as the results are in.

Tuesday, April 25, 2017

New DNA evidence on Franklin's sailors

Human jaw from NgLj-2 (courtesy Margaret Bertulli)
It's perhaps not unexpected that, just as news stories about the machinations over 2016 permits for Franklin searches have been gaining widespread attention, that a new study by a key group of land archaeologists has made its appearance, and that Doug Stenton is its lead author. We've known for some time that DNA analysis was contemplated for human skeletal remains -- the possibility was mentioned in an earlier article co-authored by Stenton on the facial reconstructions of two skulls from among these bones, and Stenton talked publicly about this aspect of his work at the Royal Ontario Museum last year. And yet now that the initial article is out, there are a number of surprises -- some small, some large -- about what this new evidence reveals. Even though no matches have as yet been made with living descendants of Franklin's men, the DNA results -- including samples from two hitherto untouched sites -- are pretty remarkable. The world press, perhaps predictably, has seized upon the fact that four samples came back with values consistent as female, one of them from a mandible collected at NgLj-2 much like the one shown here. Despite the caution in the paper that these results were preliminary, and in two of the four instances counterindicated by other factors, the ever-reliable Daily Mail has come out with a headline Mystery of the Doomed Franklin Expedition Deepens: Some of the sailors were WOMEN.

But it's the other revelations of the study that are far more significant in terms of our understanding of the last days of Franklin's men. For one, it reveals that in 2016, work was done both at Booth Point (NcLa-1) and on the Todd Islets (NcLa-5), two sites that many Franklin scholars (myself included) had long urged be examined. The archaeological work itself received no public notice, and thus this paper is the first indication it was undertaken. In addition to these new sites, 32 skeletal elements from Erebus Bay sites were brought back from the cairn there by Doug Stenton and used as sources for DNA samples; the results increased the (minimum) number of distinct individuals represented at NgLj-2 from the original range of 8-11 to 13, along with 10 further distinct individuals at nearby sites -- a significant difference. We must now regard Erebus bay as a site from which a substantial percentage of Franklin's men -- nearly 18% -- never escaped. Beyond that, the Booth Point/Todd Islets site yielded a reading of one individual at the former, and two at the latter (where five individuals had previously been reported, based on the number of skulls).

But even as this evidence brings us much fresh insight, it also reminds us of how new knowledge connects with old. The study observes that, at the Todd Islets site, human bones were "commingled with a similar number of caribou bones." But this is not a surprise; as I mention on page 73 of my book, the Inuktitut name of the place -- qiunak  -- means "the place one can starve to death," but according to local tradition the ones whose starvation gave the place its name were caribou, not men.

It's to be hoped that all this valuable DNA data will soon be able to be compared with samples from living descendants, direct or collateral, to see whether a positive identification can be made. I know that, both in the UK and around the world, there have been efforts to help locate such individuals, and there is generally an eagerness to come forward among them. I'm sure that Doug Stenton and his colleagues are already following up on this, and hope and expect that in the course of their search, resources such as the "Remembering the Franklin Expedition" Facebook page -- whose members include folks with names like Goodsir, Crozier, Collins, and Hodgson -- may help expedite it.

Monday, April 24, 2017

HMS "Terror" Muddle

Thanks to the diligent detective work of Steve Ducharme of the Nunatsiaq News, we now know a good deal more about the Franklin searches of the summer of 2016. Some of what he's uncovered is simply the inevitable back-and-forth between the agency charged with issuing archaeological permits -- the Culture and Heritage department of the Government of Nunavut -- and those seeking such permits, whether the underwater archaeologists of Parks Canada, or those working on sites on land, such as the recently-retired director of that department, Doug Stenton. And yet the case has, as Sherlock Holmes used to like to say, "several point of interest," meaning that not everything may be as it may seems. This is especially true with regard to the activities of the Arctic Research Foundation which, since it isn't an agency of the government, is not subject to laws requiring the disclosure of information to the public.

The first major takeaway is that the GN's Heritage division did two odd things in the same season: it approved a permit for Doug Stenton to do land-based archaeological work in the Terror Bay area, and it issued a specific restriction preventing the Parks underwater team from listing Terror Bay as a fallback search area, should their primary search area in Victoria Strait prove inaccessible. The language was surprising: "Terror Bay is not approved as an alternate survey site. There is no historical, oral historical, or archaeological evidence identifying Terror Bay as a possible location for one of the Franklin wrecks." In hindsight, of course, this sounds foolish, but even at the time it's a bit odd. True, prior to the 2016 discovery no one had singled out Terror Bay as a specific location for one of the ships -- but no one had excluded it either. Some known points -- the existence of a "Tent Place" on the shore there, the discovery of a crumpled metal tank by Patsy Klengenberg's wife in 1931, suggested the presence of some vessel in the vicinity, at least for a time. Even back in 2010, before either ship had been found, I wrote in this blog that "we can suppose that they (Erebus and Terror) were trapped again, and one of the vessels crushed, in either Erebus Bay or Terror Bay, or both."

So I think it's wrong to have claimed there was no evidence as to a ship in Terror Bay -- as with many aspects of the Franklin story, there was indeed evidence that, in retrospect, can be seen as having pointed there -- the key factor seems to have been Stenton's plan to do work on land at the site. Perhaps he hoped that, as had happened in 2014 when his helicopter pilot Andrew Stirling had spied what turned out to be part of a ship's davit, a discovery on land would once again point the way to a still greater one underwater. The language of his application -- “Time and weather permitting, an aerial search will also be conducted in eastern Terror Bay in an attempt to locate a sunken vessel reported at the location by Inuit” -- suggests that he was being disingenuous at the very least. One wonders whether these Inuit reports were the ones of today, or from older testimony. Could Sammy Kogvik's account have been known about before that summer?

In any case, all that is little more than a minor kerfuffle when compared to the major revelations in Ducharme's article: 1) That the Arctic Research Foundation was not named in the 2016 permit at all, since Parks expected to  assign the Martin Bergmann as a vessel under their supervision; and that 2) That although the RCMP conducted a two-month investigation into the actions of the crew of the Bergmann, with an eye to violations of the archaeological provisions of the Nunavut Act, it ended its probe due to "insufficient evidence." This is stunning, since the violations are crystal clear: the Bergmann was not named on the permit, and had no right to conduct any independent search of any kind, and the place they looked -- whether they knew it or not -- had been specifically forbidden. The Nunavut Act states that, without a permit, no vessel, diver, or underwater device may come within 30 meters of a potential underwater archaeological site:
No person, other than a person engaged in a search and rescue operation, shall dive, or approach with an underwater submersible, to within 30 m of an archaeological artifact without a Class 2 permit.
And yet ARF's own video, made after an earlier camera rig had snagged on the wreck and been lost, not only shows that they went much closer, but actually penetrated within the vessel.

We may, as have many who've written about the discovery of HMS Terror, happily credit Inuit accounts, as given by Sammy Kogvik, for this fortuitous find. We may revel in what the video shows us, and thrill at the discovery of the ship in such extraordinary condition. But a discovery that deliberately flouts the law is a danger to all discovery; it opens the wrecks of Franklin's ships to prodding by any party who thinks they can get away with it, as ARF did. ARF furthermore hid the discovery from its partner -- indeed, given the permit was issued only in Parks's name, its supervisor -- for eight days at least, giving an exclusive version of of the find to photojournalist Paul Watson, who then sold it to The Guardian. Keeping the people under whose permit they were to have worked in the dark, and probing a sensitive wreck with no supervision from trained archaeologists, would seem to be a fairly clear-cut case. ARF's belated claim that there was no "updated protocol" for 2016 makes no difference -- if there was indeed no such protocol, they should never have been participating in the search at all.

Despite all this, it's my hope that, as this summer's search approaches, we can all once more get back to the fundamental fascination with the Franklin story that drives all of us who have encountered it. I hope that the new agreements between Parks Canada and key Inuit organizations will make these new finds more readily available, and will increase the benefit to local communities. I hope that those who work on land, and those who dive below the waters, will come to see that each side possesses a part of a symmetric puzzle, both of which will be required to fully understand it. And, above all, I hope that both of Franklin's ships will be effectively protected from those whose lack of care and knowledge may damage the vital evidence these almost sacred vessels have preserved within their oaken hulls for more than a century and a half.

Thursday, March 30, 2017

Franklin Searcher of the Month: Dr. John Rae

Image courtesy Douglas Wamsley
I've written many times in this blog about the remarkable career of Dr. John Rae. His achievements place him in the first rank of Arctic explorers, and yet for much of the past century, his name had not been listed among them. He had the misfortune to be the bearer of bad news -- that some of Sir John Franklin's men had resorted to cannibalism, which Rae called "the last extremity" -- and to defend his Inuit friends and contacts for their veracity against a lengthy diatribe by, of all people, Charles Dickens. Although officialy awarded the reward for ascertaining the fate of Franklin he was shunned by many of his contemporaries. Never the less, Rae never became a bitter man, and throughout the remainder of his life he never expressed anything but admiration for Sir John Franklin, and pity for the terrible fate faced by the last survivors of his expedition.

I'm very happy to note that things have changed considerably in recent years. Ken McGoogan's book Fatal Passage (2001) led the way, followed by John Walker's extraordinary documentary adaptation Passage (2008).  In 2014, acting at the request of MP Alistair Carmichael, and based on documents submitted by supporters of Rae (including a letter of mine), the Dean and Chapter of Westminster Abbey approved a memorial to Dr. Rae, to be placed in the Abbey immediately in front of Frankin's cenotaph, and in his 201st birthday (30 September 2014) it was installed and dedicated. By honoring Rae this memorial honored many -- including the countless Scots who so often served with high distinction in the Arctic. And, at the same time, it spoke to the spirit of friendship that was so strong between Rae and the Inuit among whom he lived and worked.

There remains more to be done. The John Rae Society, which was able to obtain title to the Hall of Clestrain, Rae's birthplace and ancestral home, is seeking begin work to stabilize and eventually restore the building. This May, I'll be traveling to Stromness and Kirkwall, along with novelist (and Rae's great-great- grand-niece) Jane Hamilton, to help raise awareness (and funds) for the further restoration of the Hall at the 2017 John Rae Festival.  We'll also be launching Ms. Hamilton's novel Finding John Rae  (the title's similarity to my own was a complete (though happy) coincidence that she and I discovered only after the fact!). You can read more about these events here, and download a complete schedule here.

I hope that a great many people will be able to attend one or more of these events, and that their effect will be to motivate and mobilize those who feel the same kind of admiration for Dr. Rae and what he represents as do I. If you can't attend personally, bear in mind that membership in the Society will support their work as well, and members will also receive a regular News Letter with the most current account of its efforts to gain recognition for Rae's achievements and the preservation of his home. A membership form can be downloaded online, and the Society welcomes members from around the world.

And so today let all of us, wherever we may be, pause a moment and recall the singular admixture, the rare alloy of character and skill, out of which Dr. John Rae's achievements were wrought.

Thursday, March 23, 2017

On Abandoning ship ...

Belcher's Squadron (HMS "Resolute" at far left)
All who visit this blog likely know of more than one ship that was wrecked or abandoned in the Arctic -- Parry's HMS "Fury," the Rosses' "Victory," and -- perhaps best known of all -- HMS "Resolute," abandoned by Captain Henry Kellett, on orders from Sir Edward Belcher, on 28th April 1854. Kellett, as would be any captain, was extremely reluctant to follow this order, but in the end decided that duty required it. We know the other side of that story -- how the "Resolute" was found adrift in the David Straits, brought back to port by a whaling captain, and restored at US Government expense before being re-presented to Queen Victoria as a gift. That gift long accepted, and the time having come for the vessel to be broken up, the Queen gave orders that several desks should be made from her timbers -- the largest and most prominent of these being the "Resolute Desk" that has reposed for most of the past 50 years in the Oval Office of the White House as the desk of the President of the United States.

But what exactly does it mean to "abandon" ship? The question takes on new interest following remarks by Dr. Martin Magne, recently retired as the director of archaeology and history for Parks Canada, and whose work has been instrumental in the discovery of Sir John Franklin's "Erebus" and "Terror," to the effect that the "Terror" may have been prepared for abandonment. According to an article about Magne's work in the Prince George Citizen,  the vessel was "well-sealed in accordance with Admiralty instructions, which include sealing the doors with tar."

This appears to have been a misstatement on their part -- when I reached out to Dr. Magne, he said that he'd merely spoken of this as something to look for, not something observed -- but it certainly got me started thinking. What exactly would the crew of an Arctic discovery vessel have done prior to an orderly abandonment? I have not yet been able to locate any specific printed instructions on the matter, but the example of "Resolute" seems a perfect precursor -- if "Terror" had been deliberately abandoned, surely the crew would have followed  much the same procedure as did that of the "Resolute" just a few years later.

As it happens, we have a fairly detailed record of Kellett's actions on that occasion. On the final evening aboard ship, as the sledges were being loaded for the crew and their provisions, a series of clearly anticipated procedures was followed. The pilot-jack -- letter "D" -- was hoisted at the foretopmast-head, and "the red ensign and pendant displayed, that in the event of her being obliged to 'knock under' to her icy antagonist, she might sink beneath the wave, as many a gallant predecessor had done, with colours flying." As a precaution, the signals books were burned, lest their contents fall into the wrong hands. A final dinner was also held, during which "the carpenters were employed caulking down the gun-room skylight and after companion." After that meal, Captain Kellett raised a glass of wine to the gallant ship, the decks were cleared, and the carpenter "secured" the main hatchway.

So what did this caulking and securing consist of? "Caulking," in naval parlance, meant sealing up the cracks between planks, or -- in the case, one assumes -- sealing up the covers of hatchways and companionways. "Caulk" was tar -- the best sort was, and still is, "Stockholm Tar" -- and could also involve either oakum or marline coated with that same tar. The sealing of these parts of the ship both preserved the interior against intruders, animal or human, and increased the chance, should the ship ever be freed, of her not taking on water (the "Resolute," when found, did have some water in the hold, but this likely came from the lower timbers rather than the deck).

So if tar or tarring of hatchways and companionways was observed on HMS "Terror," it would imply that, at least to some extent, her abandonment was deliberate, and that the preparations were well along. This stands in contrast to Inuit account of a ship that sank suddenly, while its cargo was being unloaded, and taking some of those engaged in this work to the bottom. On the other hand, the sinking could have occurred in the midst of such a procedure, or on an occasion on which some later party had returned to the ship to retrieve supplies. Indeed, since we know from the Victory Point record that both vessels were temporarily "deserted" in 1848, it may well be that caulking would have been done then, and might be difficult to distinguish from similar work done later.

The only way to know for certain, of course, will be when Parks Canada's archaeologists begin their work this coming summer. Hopefully, the well-preserved nature of HMS "Terror" will enable them to find clearer evidence one way or the other; no matter that, surely great things will be learned.