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  The young Wilkes was receiving little help from his father, who wanted him to become a businessman like himself. By this time, Wilkes was enrolled as a day student at a preparatory school for Columbia College and was showing remarkable promise in mathematics and languages. But no matter how much his father attempted to convince his son that he should stay ashore, dangling before him the prospect of a promising job with his uncle at the Bank of New York, Wilkes’s “hankering after naval life & roving life still grew stronger & stronger.”

  Wilkes began studying with Jonathan Garnett, the editor of the American Nautical Almanac. Garnett familiarized the boy with the various mathematical formulae, tables, and solutions associated with navigation; he taught him how to read nautical charts and how to use navigational instruments. He even gave Wilkes his own sextant, which the boy learned how to take apart and put back together. “[B]efore I put my foot on the deck of a vessel,” he wrote, “I felt capable of navigating & directing her course.” Thus was born an attitude toward the sea that Wilkes would subscribe to in the years ahead: book-learning, at least his version of book-learning, was more than a match for anyone else’s practical experience.

  Failing to secure an outright commission, Wilkes made an application for a midshipman’s warrant contingent on his first gaining relevant sea experience in the merchant marine. Reluctantly, Wilkes’s father agreed to let him go, hopeful that the contrast between New York society and the forecastle of a merchant vessel would bring the boy to his senses. “I shall never forget the first time I dressed in my Sailors Jacket & trousers,” Wilkes wrote, “the vanity and pride I felt.” When he showed the outfit to his father, he was “greatly astonished to see the tears starting from his eyes.”

  Just a few days into his first voyage aboard the Hibernia, one of hundreds of vessels carrying goods and passengers between America and Europe, Wilkes understood why his father had been moved to tears. “A more ignorant and brutal set of fellows could scarcely have been collected together,” he remembered. His hands were continually bleeding; his bowels were reacting cataclysmically to the harsh shipboard fare; and even worse, the jacket and trousers he had taken such pride in were smeared with tar. “[C]ould I have set my foot on shore,” he wrote, “I never would have again consented to be again afloat.”

  Despite his suffering, Wilkes could not help but be fascinated by the spectacle of a fully rigged ship under sail. “I had from my reading become acquainted with many of the maneuvers,” he wrote, “and took great delight in watching how things were done practically.” The captain heard that Wilkes knew how to perform a lunar—a complicated series of observations to determine a ship’s longitude that required as many as three hours of calculations and was beyond the abilities of many captains in the merchant service. “[A]lthough I had little practice at sea,” Wilkes wrote, “I readily came to take good & satisfactory observations.” The captain then proceeded to take credit for the young man’s abilities, assuring the paying passengers that he would, in Wilkes’s words, “make me a good navigator.” Wilkes was infuriated by the captain’s deception, but his time would come.

  Not long into the voyage, the captain revealed to Wilkes that, incredibly, he had forgotten to bring his charts. He asked the boy if he might be able to draw a chart of the English Channel from memory. Revealing an early willingness to take on a seemingly hopeless task, Wilkes agreed to give it a try. “The next day I was called into the cabin and sheets of letter paper handed me.” He hurriedly sketched out a fairly detailed representation of the English Channel—and stunningly, with Wilkes’s map in hand, the captain was able to guide the Hibernia to Le Havre, France, without incident.

  On his return to New York, Wilkes was still angry at the treatment he’d received during the voyage, especially from the captain. He’d been horrified by the ignorance and brutality of his fellow sailors, feeling “great disgust when I looked back on the troubles I had gone through and the low company I was thrown with.” For the young Wilkes, it was now a matter of pride. In spite of, or perhaps because of, the adversity he had encountered, he would continue on until he received his commission. Years later he would write, “I have little doubt now that if the treatment I had received had been opposite to what it had been I would have abandoned the idea of following the sea life. I should have seen all its bad features and my tastes were not in unison with it.” This was as close as Wilkes would ever come to admitting that his character—at once scholarly, aloof, and condescending—was ill suited to a life at sea.

  Not until three years later, after several more merchant voyages, did Wilkes finally receive his appointment in the navy as a midshipman, primarily through the intervention of his father’s friend Monsieur Hyde de Neuville, the French minister. After a brief visit to Washington, D.C., to thank de Neuville for his help, Wilkes returned to New York to discover that his father had died. “I never saw him after I entered the Navy,” Wilkes wrote, adding, “I shall not attempt to describe the feelings I experienced . . . and the desolation which home seemed to have undergone.” A few weeks later, Wilkes was in Boston reporting to Commodore William Bainbridge and the USS Independence.

  In Bainbridge, Wilkes found the embodiment of the ideal naval officer. More than six feet tall, Bainbridge radiated an undeniable sense of authority. “His presence was commanding,” Wilkes remembered, “and when in full uniform he gave as well as he commanded respect.” He was also an officer who was not shy about picking favorites. “He was very decided in his prejudices,” Wilkes wrote; “while he encouraged those of whose characters he entertained a high opinion, he was a bitter enemy to the low and vulgar, and no officer could, if he lost his good opinion, expect to regain it.” It was a model of command Wilkes would look to for the rest of his life.

  Soon after being transferred to the Guerriere for a cruise of the Mediterranean, Wilkes discovered that not all naval officers carried themselves with the dignity of Commodore Bainbridge. “Debauchery and drunkenness in a Commander was the order of the day,” he later remembered. “[W]hen in port conviviality turned to drunken frolics.” In the boisterous camaraderie of steerage, where the midshipmen socialized in “messes,” Wilkes—ambitious, solemn, and hardworking—was the odd man out. “I may have had but few friends,” he remembered, “but I had no enemies or any that I was not in the best of terms among the officers.”

  After a nearly fatal bout with what was described as “African fever,” Wilkes returned home to New York in 1821. He had been away for more than three years and discovered that since his father’s death, “my family had been broken up.” His older sister had married and moved to Albany, while two of his brothers, both lawyers, were living in New York. A twenty-three-year-old orphan in search of a home, Wilkes, who as a child had tended to socialize with girls instead of boys, began seeing a woman he had known since he was a child. Jane Renwick, “though not handsome,” according to Wilkes, “showed great intelligence . . . and [was] ever open to administer to the wants of others.” The Renwicks had been close family friends of the Wilkeses, and there had been many times while growing up that young Charles had come to blows with Jane’s brother James over his unmerciful teasing of his sister. For Wilkes, Jane Renwick was the love of his life.

  The evenings Wilkes spent over the next few months with Jane and her mother turned out to be some of the happiest times he had ever known. “We had a never ending source of amusement,” Wilkes remembered. “I often read aloud, and while they read I drew, and the hilarity and fun was charming.” When he received orders to report to the Franklin for a cruise to the Pacific, Wilkes found it “hard indeed for me to return to duty and at the same time forego all the delights of the Society of those I was deeply in love with.”

  The Franklin proved to be just the ship for an officer of Wilkes’s interests. On the gun deck there was a library, and Wilkes, with the help of an assistant, became the librarian. But perhaps the best part of the cruise was its destination: the newly established Pacific Station along the west coast o
f South America. Wilkes was about to encounter the ocean he had been dreaming about since he was a young boy.

  When the Franklin reached Quilca, Peru, Wilkes was assigned to the schooner Waterwitch with dispatches for General Bolívar in Guayaquil, Ecuador. They were off the port of Paita when they encountered the Two Brothers, a whaleship from Nantucket. In most instances naval officers took a dim view of whalemen. Their crews were often as inexperienced as they were undisciplined; the ships smelled of putrid blubber, smoke, and grease; loaded down with massive brick tryworks, a whaler presented a most unseamanlike sight as it slogged slowly over the waves.

  The evening before, Wilkes had read an account of the sinking of a Nantucket whaleship called the Essex (not to be confused with the naval frigate by that name) by an enraged sperm whale. When the captain of the Two Brothers introduced himself as George Pollard, Wilkes realized that he was speaking to the very man he’d been reading about—the former captain of the Essex.

  Pollard proceeded to tell the midshipman a story of unbelievable hardship, of how the crew took to their three small whaleboats and, fearful of cannibals on the islands to the west, began to sail against the trade winds for South America, almost three thousand miles away. All three boats would become separated from one another, and as the men began to die of starvation, the survivors realized that they had no alternative but to enact their own worst fears: they must eat the bodies of their dead shipmates. Pollard and a young Nantucketer were eventually rescued almost within sight of the coast of Chile after ninety-four days at sea. “I had by accident become acquainted with a hero,” Wilkes wrote, “who did not even consider that he had overcome obstacles which would have crushed 99 out of a hundred.”

  As it would turn out, several months after his conversation with Wilkes, Captain Pollard once again encountered disaster. At night in a storm to the southwest of the Hawaiian Islands, the Two Brothers fetched up on an uncharted shoal. As the ship was being pounded to pieces on the coral, the order was given to take to the whaleboats. Pollard had to be dragged from the deck. The next morning all hands were saved by the whaleship Martha and taken to Oahu. Upon returning to Nantucket, Pollard lived out the rest of his life as the town’s nightwatchman.

  What happened to Pollard on his final voyage was a frighteningly common occurrence in the Pacific, an ocean so huge that much of it was not yet adequately surveyed and charted. In addition to unmarked shoals that might crop up almost anywhere, there were hundreds of little-known islands surrounded by reefs of razor-sharp coral. In the absence of a published chart, a captain might rely on a handwritten map given him by a mariner who had recorded his not always trustworthy impressions; often he had only the island’s latitude and longitude to guide him.

  As a captain approached an unfamiliar shore, he prepared the ship’s anchors to be dropped at a moment’s notice in case he found himself trapped amid hidden rocks or shoals. He also ordered his men to heave the lead—a tapered cylinder of metal attached to a line marked in fathoms to ascertain the water’s depth. In spite of all these precautions, a captain studied the water ahead with an intensity that few landsmen could appreciate, scanning the surface for the dimples and swirls of an otherwise unseen current that might sweep the ship into the coral. He was also on the lookout for a change in color that might presage a sudden and disastrous change in depth. The night Captain Pollard lost his second whaleship in three years, he was standing on the rail, staring down worriedly at the waves after one of his officers reported that “the water alongside looked whiter than usual.” Seconds later, the ship slammed into a coral reef that had been impossible to see in the murky darkness.

  Two years after Pollard lost the Two Brothers, another Nantucket whaleship, the Oeno, disappeared without a trace in the Fiji Islands. Nine years later, the ship’s cooper, William Cary, returned home to Nantucket and told of how the Oeno had been wrecked on an uncharted reef; how the crew had been massacred on Vatoa or Turtle Island, and how only he had escaped by hiding for weeks in a cave. Eventually adopted by a Fiji chief, Cary lived in the islands for several years, doing battle against rival tribes, and meeting, in an incredible encounter, an old schoolmate from Nantucket. David Whippy had deserted from a whaleship several years before and was now an adviser to a chief; and he made it clear to Cary that he was never going back. Not before enduring three more shipwrecks did Cary finally escape the Fijis and return to Nantucket.

  Whalemen were not the only ones at the mercy of the uncharted hazards of the South Sea. As the sea otter population in the Northwest dropped catastrophically due to overhunting, New England merchants were forced to look elsewhere for trade goods. In the Hawaiian Islands they found sandalwood, prized by the Chinese for making incense and ornamental boxes. In less than a decade Hawaiian sandalwood was also approaching extinction, so it was on to the treacherous waters of the Fiji Islands, where, in addition to sandalwood, there were plentiful supplies of bêche-de-mer, a sea slug used for soups in China. The deadly reefs surrounding the islands claimed so many ships that it became impossible to buy insurance for a voyage to Fiji. In 1834, the East India Marine Society of Salem made a desperate plea to local and federal governments to provide their sailors with reliable charts: “The Feejee or Beetee Islands, what is known of them? They were named but not visited by Captain Cook, and consist of sixty or more in number. Where shall we find a chart of this group, pointing out its harbors and dangers? There are none to be found, for none exist!”

  American commercial ambition had taken U.S. vessels to parts of the world where not even Cook and dozens of subsequent European exploring expeditions had ventured. Of all the navigators to sail from the United States, it was the sealers who pushed this form of free enterprise exploration the farthest.

  Sealers, many of them from Stonington, Connecticut, were a different breed from the sea otter traders. The otter traders never had to get their hands dirty. Sea otters were so difficult to pursue that only Native Americans in their canoes or Aleuts in their kayaks possessed the expertise to capture the fast-swimming creatures. Killing seals, on the other hand, was well within the abilities of any sailor. The rookeries in the Pacific were located on bleak, remote islands where, at least in the beginning, incredible numbers of seals were waiting to be slaughtered and skinned. It is estimated that over three million seals were exterminated on the Juan Fernandez Islands alone in just a seven-year period. In Canton a seal skin sold for in the neighborhood of a dollar, the payment often made in tea.

  In the years after the War of 1812, practitioners of what was referred to as “the skinning trade” had reduced the seal population of the Pacific to disastrously low levels, forcing them to sail farther and farther south in pursuit of new rookeries. By 1820, sealers from both Britain and America had reached the South Shetland Islands—an eerie volcanic land of fog, ice, and seals almost six hundred miles below Cape Horn. Although the British claimed the honor of the discovery, the Americans, who subscribed to a policy of secrecy since they knew how quickly an island’s seal population could be exterminated, insisted that they had known about the islands all along. In 1820, Stonington sealers took 8,868 skins in the South Shetlands; the next year they returned and killed over 60,000 seals.

  It was during this cruise that the twenty-one-year-old Nathaniel Palmer, captain of the forty-seven-foot tender Hero, temporarily left the company of the Stonington fleet and headed south in search of new sealing grounds. Not far below the South Shetlands he found a peninsula of rugged land. Surrounded by icebergs and swimming schools of penguins, he followed the coastline south until dense fog—so thick that he could not see the lookout on the forecastle—forced him to turn back. In the early morning hours of February 6, the fog lifted, revealing a surprising sight. On either side of the tiny tender were two Russian exploring ships under the command of Admiral Fabian Gottlieb von Bellingshausen.

  The admiral was astounded at the tiny size of the American craft, just a third of the length of his own ship. “It was with great difficulty th
at I could make the old admiral believe I had come from U States in so small a vessel,” Palmer later remembered. Through an interpreter, Bellingshausen told Palmer that previous to being blanketed in fog, he had assumed that he was the first to discover the lands that lay before them. But here was a vessel from America with a captain that was no more than a boy who told of lands even farther to the south. According to one account of the exchange, Bellingshausen told Palmer that “we must surrender the palm to you Americans,” adding that he would name the new discovery Palmer’s Land in the charts published by his government.

  Not until the following century would it be established beyond question that the narrow panhandle of land Palmer had followed south was part of the Antarctic Continent. In the nineteenth century, the general assumption was that what we now call the Antarctic Peninsula was a group of islands just like the South Shetlands above it. There were at least two American sealers, however, who thought differently. In February 1821, Captain John Davis from New Haven and Captain Christopher Burdick from Nantucket independently recorded in their logbooks their suspicions that what they saw to the south was something bigger than an island. On February 15, Burdick wrote, “Land from the South to ESE, which I suppose to be a continent.” Eight days earlier, Davis had even gone to the trouble of rowing to shore, and his log provides the earliest documented evidence of a landing on Antarctica. But sealers were more interested in finding seals than in publicizing their navigational accomplishments. Davis’s and Burdick’s voyages would go unheralded until the 1950s, when their logbooks finally came to the attention of scholars in New Haven and Nantucket.