“When you've seen the world, there's al ways Greenland”

“When you've seen the world, there's always Greenland”

Stretching approximately 2,800 kilometers (1,750 miles) from north to south and approximately 1,000 kilometers (625 miles) from east to west, Greenland is the world’s biggest island. In a land dominated by the Ice Cap and impossibly steep mountain ranges, 3,500 people have made it their home. Their culture is born from myths and legends, often expressed in bone and rock carvings, but at the same time it is a globally connected culture with strong hunting roots and an everyday spirit of adventure.

Greenland is an autonomous Danish territory with its own parliament. The official language is West Greenlandic (Kalaallisut), though many also speak Danish and English. Greenland’s capital, Nuuk, located in West Greenland is an arctic metropolis with a small-town feel, shaped by nature and known for its cultural diversity. While Nuuk is the colorful heart of this nation, the smaller communities of Paamiut south of the capital and Kapisillit in the Nuuk Fjord, are places to kick back and spend time in the outdoors.

Greenland has the most spectacular Arctic landscape with its rich diversity. Stunning remote fjords, immense icebergs and huge calving glaciers but also mountains covered in wild flowers. One of the main reasons people visit Greenland is to witness the thousands of beautiful icebergs that can be seen floating along the fjords and coast. 80% of Greenland’s landmass is covered by an ice sheet which forms glaciers. As the glaciers retreat, huge pieces of ice calve off into the water and drift out to sea. Exploring Greenland’s beauty is best through sailing, and then goes up close with zodiacs, kayaking, diving or simply through the walks on land. Sailing is an essential part of the Greenlandic culture, as the sea route is the only way to get from A to B in most areas during summer.

Greenland’s coastline is more than 44,000 kilometers or longer than the 40,000 kilometers around the Equator. A cruise there is first and foremost a nature based experience, but on top of that it

is an intimate meeting with the culture, society, and history which adds a dimension not often seen in other Polar cruises. With the exception of the northernmost parts of Greenland, which are still hard to access because of sea ice, just about any inhabited place in Greenland can be reached in the peak season from June till October. For a great all round experience of Greenland, explorers can begin or end their cruise in Kangerlussuaq, at the bottom of a long, narrow fjord close to the Ice Cap which is an essential place to visit from Kangerlussuaq. When they embark in Kangerlussuaq the cruise will almost certainly involve a trip north to the Disko Bay area, typically arriving in Ilulissat and cruising along the UNESCO World Heritage Site at the Ilulissat Icefjord, before heading south to Kangerlussuaq or across the Davis Strait to Canada or back towards Iceland with further Greenlandic destinations on the itinerary. Explorers might also be arriving on a larger cruise on their way across the Atlantic and in that case they normally only have one or two stops in Greenland unless they are traveling aboard a dedicated expedition cruise ship or a schooner, both of which usually travel through fjords and explore nature and wildlife off the beaten path on fairly open itineraries. Regardless of the ship type and irrespectively of the choice of season, be it early in summer when whales are abundant or on the edge of autumn when the northern lights come out, a cruise in Greenland is the perfect way to experience the country.

Greenland is undoubtedly the most challenging cruising destination in the North Atlantic and every year a few cruises brave the elements to explore this wild and beautiful island during the all too short summer season. The deeply indented coasts offer an infinite variety of anchorages in the steep-sided fjords or among the myriad islands. By June, the west coast is clear of ice between 63°N and 69°N. It can be approached by passing well to seaward of Cape Farvel. Depending on conditions, one may have to pass as far as 160 kilometres (100 miles) offshore.

The weather is cold all year round and the winters are particularly harsh with some ports being icebound until well into the summer. Temperatures are low even in the summer months. The prevailing winds in the southern part are S or SW, while easterly winds predominate further north. Winds are light and variable in summer. Depending on latitude, the midnight sun is visible from the end of May until the end of July. Some of the harbors are accessible all year round, but many are only accessible during the summer, and even then ice-strengthened vessels are recommended. There is ice booms placed across the harbor entrances at Jakobshavn, and one should confirm with port authorities that these booms are slackened off before entering.

Ports Nanortalik - Greenland’s most southerly town – is unlike any other town in the country. Sat on a small island at the end of a wonderful fjord and surrounded by vast snow-topped mountains, the ‘Place of Polar Bears’ is unique. The small woodlands and prairies against a spectacular backdrop make this is a nature lover’s paradise. Polar bears live and hunt on the sea ice close to the town and are often seen from the shores of Nanortalik, while seals and whales can also be spotted in the surrounding waters. In the winter months, visitors may be lucky enough to capture the Aurora Borealis, Mother Nature’s own spectacular display, with curtains of white, yellow and green flashes lighting up the sky. Beyond its natural wonders, the town has a well preserved historic quarter where there are cafés and an unusual wooden church. Brightly colored houses line the streets, while the Nanortalik Museum has some fascinating exhibits including the oldest women’s boat ever found, which dates back to 1440 and was found by polar explorer and artist, Eigil Knuth. Narsarsuaq - is a small settlement in the Kujalleq municipality in southern Greenland, with a population of no more than 200 inhabitants. Around Narsarsuaq, the attractions include a great diversity of wildlife, gemstones, tours to blue ice glaciers, and an airfield museum. Just outside of Narsarsuaq is Signal Hill, offering panoramic views of the fjord and the icebergs which can occasionally be seen floating past. Inland is the stunning Narsarsuaq Glacier which grows out of the ice sheet of Greenland's interior. The stunning blue ice of the glacier is within walking distance and is reached via the picturesque Flower Valley. Based around its international airport, a former US Military Airbase, Narsarsuaq is one of Greenland’s most popular tourist destinations.

Qaqortoq - Frequently isolated by winter sea ice, the ‘White Palace’, Qaqortoq, is southern Greenland’s largest town. Founded by Norwegian traders in 1775, Qaqortoq still retains some beautiful colo-

nial buildings from that time. The challenging landscape and harsh climate have ensured the preservation of Greenland’s traditional culture, and the many ancient Inuit skills of fishing, hunting and kayaking. Qaqortoq is very proud of its ancient fountain, for many years the only one in Greenland, which has carvings of whales spouting water out of their blowholes, and the names of all of the town burghers in brass letters around its base. The Stone and Man project is also fascinating, featuring natural rock that’s been carved by local artists into abstract shapes and figures. The charming Church of Our Savior, dating from 1832, is found in the town centre, and the two local museums are also worth seeing. Tasiilaq - Lying between the North Atlantic and Arctic oceans, much of Greenland’s surface is covered in ice, with its sparse populace nestled on the ice free, fjord lined coast to the southwest. Situated largely above the Arctic Circle, the island offers stunning landscapes and natural phenomena such as the Aurora Borealis and summer’s midnight sun. Greenland may be remote, but it's a natural masterpiece. Dramatic fjords, imposing mountains and majestic icebergs are a feature of the unspoiled landscapes here, providing a haven for an amazing array of wildlife such as whales, seabirds, seals and reindeer. Nuuk - Greenland’s intriguing capital, the city of Nuuk offers a fascinating glimpse into Greenland’s history and future. A bustle of activity, the city at first glance offers a taste of Europe, with art galleries, cafes, and restaurants. A closer look to historic buildings from the whaling era and the excellent museum offers a deep dive into the fascinating history and culture of Greenland. The unique blend of Inuit and Danish ancestry has produced a Greenlandic culture all of its own. The ancient and modern are seen in some surprising combinations, be that dog sledding with Carlsberg or kaffemiks. A cruise to Greenland is something special and time in each destination should be taken to unwind and witness some of this land’s most dazzling natural experiences.

FRANKLIN’S LOST EXPEDITION, ONE GREAT MYSTERY OF EXPLORATION

A COMMANDER DESTINED FOR NAVAL SERVICE

John Franklin was born in Spilsby, a village in the English county of Lincolnshire, in 1786. By marriage, he was a step-cousin of Royal Navy captain Matthew Flinders, who inspired Franklin to join its ranks when he was only 14. Franklin circumnavigated Australia with Flinders in 1802-1803, served in the Battle of Trafalgar during the Napoleonic Wars, and fought in the Battle of New Orleans in the War of 1812. His brave actions caught the eye of the Second Secretary of the Admiralty, Sir John Barrow, who had big plans for the young lieutenant. Franklin’s first Arctic expedition in spring 1818 was unsuccessful, his second overland exploration of subarctic Canada in 1819 was also much worse, during which his crew fell short on provisions, and had to stew up leather shoes, after which he was called the "man who ate his boots." He also explored Alaska and was Governor of Tasmania. Despite those failures on his assigned expeditions, Franklin was appointed to lead another historic attempt at the passage planned by the British admiralty. By this point, Franklin was a decorated naval officer and experienced explorer—but he was also 59 years old and out of shape. The mission was destined to be the validation of a final, triumphant voyage to crown his naval career.

THE LOST EXPEDITION

The expedition, consisting of two ships and 134 men under the command of Sir John Franklin, was meant to be the final exploration of the Northwest Passage – the sea route linking Europe and Asia through the Canadian Arctic. The two ships, HMS Erebus which stands for "place of darkness" in Latin, and HMS Terror had already been to the Arctic. They were originally designed for war - constructed

as bombing vessels with rotating mortars mounted at the bow which needed to be supported by a strong internal wooden structure. This made them ideal vessels for the mission; their robust construction provided them with the ability to withstand their long journey. However, the ships needed more in order to withstand punishing Arctic conditions. Coupled with their already vigorous framework, thick iron plates reinforced the bows of the Erebus and the Terror; inside walls were fortified with added beams to protect the hulls against run-ins with ice. Additionally, the ships were retrofitted with steam propulsion engines to provide enough power to pierce through the icy obstacles. They appeared to be ideal ships for Arctic exploration. Instead, the expedition ended in a disaster. HMS Erebus and Terror were lost with all hands. The clues to why this happened were few and mysterious. The expedition was well equipped for a long stay in the Arctic but it ended so badly.

The ships sailed from England in May 1845. They were last seen in Baffin Bay in July of the same year, when five expedition members were discharged and sent home with whalers. After this, there was only silence. Since the expedition was equipped with three years of provisions, the Admiralty in London did not send out rescue missions until 1848. By this time, most of the members of the Franklin expedition were already dead.

The Franklin ships had sailed from Beechey Island and south through Peel Sound in the summer of 1846. Both ships got stuck in the ice off King William Island in September and the second wintering took place there. To the shock of the expedition members, the ice did not melt during the 1847 summer. The situation was made worse by the death of Franklin on June 11 1847, according to a note later found in a cairn on Victory Point, King William Island. This somber note was discovered in 1859, the message revealed that in late 1846, the HMS Erebus and HMS Terror had become imprisoned in ice and remained there for approximately one and a half years. After another wintering off King William Island, the men abandoned the ships in late April 1848. They simply could not wait another year in the hope that the ships would be released by the ice. The provisions would have run out by then and the men would have been in no state to trek south.

By April 1848, 9 officers and 15 seamen had died, according to the note mentioned above. The remaining crew tried to reach Back River and a Hudson Bay company outpost further south. They dragged along lifeboats on sleds with provisions and equipment. During this trek, the seamen encountered local

Inuit. The Inuit later reported these meetings and their subsequent discovery of dead expedition members to the search parties. These reports also included information about cannibalism among the seamen. The expedition members did not make it, succumbing to hypothermia, scurvy, and starvation, leaving skeletons and artifacts scattered along the route on the western and southern coast of King William Island and on the northern coast of the mainland. The Intense searches in the 1850s shed light on the fate of the expedition. Search parties discovered many of these remains; the wintering quarters were found, including a small cemetery with the burials of three seamen who had died during the overwintering.

EREBUS AND TERROR WRECKS FOUND

Multiple search efforts and scientific research projects tied to Franklin's last voyage continued in the late-19th and 20th centuries. They collected relics and bones, located graves, and partnered with Inuit communities to conduct long-term searches for more clues to the expedition's fate. Yet two significant artifacts remained missing for more than 165 years: the ships themselves. Many researchers believed that the Erebus and Terror could hold a trove of clues to the men's final activities, but the brutal climate and brief research season on King William Island stymied progress. Physical evidence of the ships was gone but not lost. Nearly 170 years after Franklin's ships left England, the Victoria Strait Expedition led by Parks Canada with funding from the Canadian government and new sonar technology, archaeologists and Inuit historians, including Franklin scholar Louie Kamookak, finally found the HMS Erebus in Victoria

Wreck of the HMS Terror

Strait. They discovered the wreck sitting in just 11 meters (36 feet) of water in September of 2014. Among the artifacts retrieved was the ship’s bell. Two years later, on September 18, 2016, the Arctic Research

Foundation with a report from an Inuit hunter, Sammy Kogvik was also discovered the almost-pristine wreck of the HMS Terror off the shores of King William Island in Nunavut in deeper water to its companion’s northwest. The immediate and ongoing hope was that the discovery of the wrecks would fill in the missing pieces and shine a light on what happened to the Franklin Expedition. But at first, it only deepened the mystery—the wrecks were in the wrong place. Terror was about 60 miles south of where the 1848 note said the ships had been abandoned, and Erebus was 30 miles farther south still. The shipwrecks may hold important evidence that could explain what happened during the final phase of the expedition. The geographical location of the wrecks could indicate that some members of the expedition returned to the ships and sailed south, before they finally succumbed to the High Arctic conditions. That this may have happened is backed up by Inuit oral sources.

THE ARTIFACTS

Books, tools, boots, buttons, spoons, combs, pocket watches, food tins, Crozier and Fitzjames's note, and even a piece of canned meat from Franklin's last expedition are stored in the collection of the National Maritime Museum in Greenwich, London. Artifacts retrieved from the Erebus and Terror, including the ships' bells and other relics are part of the critically acclaimed exhibit, Death in the Ice, currently on display in the Canadian Museum of History through September 30, 2018.

Captain Joshua Slocum, a maritime legend

Over a century ago in Fairhaven, Joshua Slocum set sail for the first time from the American city of Boston, Massachusetts, and succeeded in what many before and after him dreamed of, sailing around the world. Slocum was born in February 20 1844 in Annapolis County to a loving mother and a father whose toughness may have verged on cruelty. He was a “Bluenose” Nova Scotian, a race whose self-reliance, hardiness and versatility are legendary. Sharing a humble existence with his 10 siblings, Slocum dreamed of leaving home for a life on the water. He came from a long line of sailors, yet somehow his father and mother preferred land. Slocum never felt quite right about it. He knew exactly what he wanted out of life by the time he was 12 years old. That was the first time he ran away to crew on a ship as a cabin boy and kitchen hand. Against his hope, that first time at sea delivered him right back to his home in Nova Scotia, on the Bay of Fundy. But life on land didn’t last long. In 1860, he ran away once again to the ocean. This time, it was for good. At 16, he was old enough to be hired as a full-time seaman on a merchant ship. In two short years, he sailed to Ireland, England, China, Jakarta, the Maluka Islands, Manila, Hong Kong, and Singapore. He rounded Cape Horn twice in that short yet eventful era and eventually landed in San Francisco. After securing a solid, recurring gig on a Britain-San Francisco cargo route at 18 years old, he passed his second mate exam, a critical step to taking on more leadership and responsibility aboard ship. Soon thereafter, he was promoted to first mate on the route. Very little is written about this time in Slocum’s life, so it’s tempting to assume that he was living a young sailor’s dream of a girl in every port. He may have been. But his quick ascension through the ranks also indicates that he was driven and focused on learning about seamanship and boats. Before he was twenty-seven he was captain of The Washington, a magnificent square- rigged ship, in which he sailed to Sydney, Australia, where he met and married his wife Virginia. Together they sailed the seven seas and enjoyed many years of adventure, he as a master of some of the finest vessels afloat, until sail began to be replaced by steam and Slocum found himself redundant; as he said, cast up on the beach.

In 1892, at loose ends, Slocum pondered seeking a new command, which were few and far between, or working at the shipyard, which required a steep association fee. An old acquaintance solved his dilemma by offering him a boat, which wanted repairing. The boat was an old sloop, only 12 m long, called the Spray. People were amazed that Slocum was rebuilding it. His work on the boat was punctuated by the pithy observations and dire warnings of many a seasoned sailor. Slocum ignored the Spray's detractors. He had found a new love in the decrepit craft.

Joshua Slocum's epic solo voyage around the world in 1895 at the age of 51, in the Spray stands as one of the greatest sea adventures of all time. It remains one of the major feats of singlehanded voyaging, and has since been the inspiration for the many that have gone to sea in small boats. Starting

from Boston in 1895, by the time he dropped anchor in Newport, Rhode Island over three years after his journey began, he had cruised some 46,000 miles entirely by sail and entirely alone. Slocum normally sailed the Spray without touching the helm. Due to the length of the sail plan relative to the hull, and the long keel, the Spray was capable of selfsteering (unlike faster modern craft), and he balanced it stably on any course relative to Capt. Joshua Slocum Monument the wind by adjusting or reefing the sails and by lashing the helm fast. He sailed 2,000 miles (3,200 km) west across the Pacific without once touching the helm”. He navigated without a chronometer, instead relying on the traditional method of dead reckoning for longitude, which required only a cheap tin clock for approximate time, and noon-sun sights for latitude. On one long passage in the Pacific, Slocum also famously shot a lunar distance observation, decades after these observations had ceased to be commonly employed, which allowed him to check his longitude independently. However, Slocum’s primary method for finding longitude was still dead reckoning; he recorded only one lunar observation during the entire circumnavigation. During the course of his journey, Slocum was chased by pirates and accosted by hostile natives, buffeted by giant waves and blown about by fearsome gales and blinding rain and snow. He also visited with a King and dined on a Pacific island with the widow of famed Scottish novelist Robert Louis Stevenson.

More than three years later, on June 27, 1898, he arrived in Newport, having circumnavigated the world, a distance of more than 46,000 miles. Slocum’s return went almost unnoticed. The Spanish–American War, which had begun two months earlier, dominated the headlines. After the end of major hostilities, many American newspapers published articles describing Slocum’s amazing adventure.

Joshua Slocum loved adventure. He was a free spirit, a risk-taker, a dreamer. He was also a builder. He designed, constructed, sailed, bought, and sold ships. He was a wealth-creator and a trader and enjoyed every minute of it. He was a “celebrated sailor and adventurer” whose fame came first following the publication of a book Voyage of the Liberdade. The book told of the shipwreck of Slocum’s ship Aquidneck and his building of the 35-foot Liberdade, in which he and his family sailed from Brazil back to America. Following the publication of the book, Slocum toured with the Liberdade, visiting Harris’ boat stage near the foot of Washington Street in Fairhaven in August of 1890. It was at this time that Slocum met Capt. Eben Pierce, a retired seaman who resided at Poverty Point. Capt. Pierce was an uncle of Slocum’s friend Capt. John Drew, a marine writer who may have inspired Slocum to publish the stories of his own voyages. In 1900, two years after his return, he published a best-selling book.

The completely rebuilt oyster boat, Spray, piloted by Slocum and which sailed around the world

Titled “Sailing Alone Around the World”, it chronicled his world-famous expedition. It is regarded more than a century later as an enduring classic of travel literature, acclaimed as an unequalled masterpiece of vital yet disciplined prose.

Joshua Slocum’s worldwide fame soared after Sailing was published. He earned a comfortable living through speaking and writing and showing up at public events. In 1901, he even hauled the Spray through the Erie Canal to Buffalo for the Pan-American Exposition. He bought a small farm on Martha’s Vineyard but never grew accustomed to living on the land. On November 14, 1909, restless at the age of 65, he and his beloved Spray embarked on yet another voyage. He set sail for the West Indies on one of his usual winter voyages. He had also expressed interest in starting his next adventure, exploring the Orinoco, Rio Negro and Amazon Rivers. Slocum was never heard from again. In July 1910, his wife informed the newspapers that she believed he was lost at sea. In 1924, Joshua Slocum was declared legally dead.

A monument to Slocum exists on Brier Island, Nova Scotia, not far from his family's boot shop. Slocum is commemorated in museum exhibits at the New Bedford Whaling Museum in Massachusetts, the Maritime Museum of the Atlantic in Halifax, Nova Scotia, and the Mount Hanley Schoolhouse Museum near his birthplace. Several biographies about Slocum are also published.

Finding North-West passage, the last voyage of Henry Hudson

It has been 400 years since English explorer Henry Hudson mapped the northeast coast of North America, contributing significantly to our understanding of the northeastern waterways geography. In his honor, several bodies of water that he navigated now bear his name: Hudson Bay, the Hudson River, and Hudson Strait, yet what happened to the famed explorer remains a mystery.

Not much is known about Henry Hudson’s early life prior to his first significant voyage in 1607. Most historians believe he was born around 1565 in England, and lived for some time in London. Most scholars also believe that Hudson’s grandfather was one of the founders of the Muscovy Company. This was a very important trading company of this time, and would be the reason Hudson would go on his voyages. It is very likely that Henry worked on ships from a young age, probably as a cabin boy. He would have learned how to cook, handle sails, care for a ship, and keep a ship’s log. He would also have learned navigational skills as well. It is not exactly known when, but at some point, Hudson married a woman named Katherine and they had three sons – Oliver, John, and Richard.

Henry Hudson made four voyages in search of a water route to the Far East. His first two voyages were through Arctic waters and proved to be unsuccessful due to ice. His third and fourth voyages were to North America; his discoveries influenced other explorers and laid the foundation for future colonization and trading.

First Three Voyages

In 1607, a time when countries and companies competed with each other to find the best ways to reach important trade destinations, especially Asia and India, the Muscovy Company, entrusted Hudson to find a northern route to Asia. They provided a ship called the Hopewell for the expedition Hudson brought his son John with him on this trip, as well as Robert Juet. Juet went on several of Hudson's voyages and recorded these trips in his journals. Despite a spring departure, Hudson found himself and his crew battling icy conditions. They had a chance to explore some of the islands near Greenland before turning back. But the trip was not a total loss, as Hudson reported numerous whales in the region, which opened up a new hunting territory.

The following year, Hudson once again set sail in search of the fabled Northeast Passage. The route he sought proved elusive, however. Hudson made it to Novaya Zemlya, an archipelago in the Arctic Ocean to the north of Russia. But he could not travel further, blocked by thick ice. Hudson returned to England without achieving his goal.

In 1609, Hudson joined the Dutch East India Company as a commander. He took charge of the Half Moon with the objective of discovering a northern route to Asia by heading north of Russia. Again, ice put an end to his travels, but this time he did not head for home. Hudson decided to sail west to seek western passage to the Orient. According to some historians, he had heard of a way to the Pacific Ocean from North America from English explorer John Smith.

Crossing the Atlantic Ocean, Hudson and his crew reached land that July, coming ashore at what is now Nova Scotia. They encountered some of the local Native Americans there and were able to make some trades with them. Traveling down the North American coast, Hudson went as far south as the Chesapeake Bay. He then turned around and decided to explore New York Harbor, an area first thought to have been discovered by Giovanni da Verrazzano in 1524. Around this time, Hudson and his crew clashed with some local Native Americans. A crew member named John Colman died after being shot in the neck with an arrow and two others on board were injured. After burying Colman, Hudson and his crew traveled up the river that would later carry his name. He explored the Hudson River up as far as what later became Albany. Along the way, Hudson noticed that the lush lands that lined the river contained abundant wildlife. He and his crew also met with some of the Native Americans living on the river's banks. Hudson understood what it took to complete a journey. The single most expensive item on a voyage of exploration was the ship itself, and every vessel that Hudson commanded returned safely.

On the way back to the Netherlands, Hudson was stopped in the English port of Dartmouth. The English authorities seized the ship and the Englishmen among the crew. Upset that he had been exploring for another country, the English authorities forbade Hudson from working with the Dutch again.

He was, however, undeterred from trying to find the Northwest Passage. This time, Hudson found English investors to fund his next journey, which would prove to be fatal.

Final Journey

Life on the sea during Hudson's time was primitive, with terrible living conditions. Navigation was hard, with only a compass, an astrolabe, and a quadrant. The astrolabe helped to navigate from the North Star. The quadrant helped to determine latitude. The chronometer had not been invented yet, so an exact longitude is hardly known, and there is only an hourglass to keep time. For his fourth voyage, Hudson was backed by a wealthy and influential group of men, including the Prince of Wales, and provided with the Discovery. The Discovery left London on 17 April 1610 with a crew of 23, and again included his son John and Robert Juet, made their way across the Atlantic Ocean. Before he had even reached the sea, Hudson brought aboard another man, Henry Greene, to serve as a spy on the crew.

After skirting the southern tip of Greenland, they entered what became known as the Hudson Strait. The exploration then reached another of his namesakes, the Hudson Bay. From Hudson Bay he probed still farther south, into James Bay, in which he sailed back and forth and discovered that he'd come to a dead end.

Hudson and his crew spent the winter in James Bay since they were unable to sail through the icy waters. By June 1611, the Discovery was free of ice and could continue on her journey. But by the end of winter, the crew had only grown more upset with their captain. Many of them felt that their trip was a

Map of Hudson Bay

waste of time. In June 1611, Robert Juet, after being demoted as mate, led a mutiny against Hudson. Hudson, his son, and several sick crew members were sent adrift in a small boat. What became of the castaway men is still unknown today. No one is sure what happened to Henry Hudson, but he was never heard from again. It is likely that he quickly starved to death or froze to death in the harsh cold weather of the north.

On trial for Hudson's murder later that year, the remaining crew admitted to cutting the captain and a group of individuals still loyal to him loose on a small lifeboat, according to court documents. None of the men was convicted of the murder or even punished for the mutiny, and historians generally believe their claims too but Mancall. Peter C. Mancall, professor of History and Anthropology at University of Southern California, also director of the USC-Huntington Early Modern Studies Institute, and author of Fatal Journey: The Final Expedition of Henry Hudson (2009) believes that some physical evidence points to a more violent end for the captain. Mancall highlighted evidence that was found and documented after the ship docked in London: blood stains, most damningly, along with letters from another sailor mentioning the growing personal rift between captain and crew. A number of Hudson's possessions were also missing. While he never found his way to Asia, Hudson is still widely remembered as a determined early explorer. His efforts helped drive European interest in North America. Today his name can be found all around us on waterways, schools, bridges and even towns. His journeys generated invaluable information about the North Atlantic. Six accounts, including three purportedly written by Hudson, detailed the dangers posed by icebergs, the location of marine resources such as whales and seals, and expert advice about what it would take to survive in northern waters. His backers saw the merit in making these narratives widely available. In 1625 the minister Samuel Purchas published them for the general benefit of the English reading public.