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Mary Celeste
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The Mary Celeste (sometimes incorrectly referred to as Marie Celeste) was a brigantine merchant ship famously discovered in December 1872 in the Atlantic Ocean unmanned and apparently abandoned, despite the fact that the weather was fine and her crew had been experienced and able seamen. The Mary Celeste was in perfect condition and still under full sail heading towards the Straits of Gibraltar. The ship had been at sea for a month and had over six months of food and water on board. Her cargo was virtually untouched and the personal belongings of passengers and crew were still in place, including valuables. The crew was never seen or heard from again, and what happened to them is often cited as the greatest maritime mystery of all time. The fate of her crew has been the subject of much speculation. Theories range from alcoholic fumes to underwater earthquakes and waterspouts, along with paranormal accounts such as aliens, sea monsters and the Bermuda Triangle. The Mary Celeste is often described as the archetypal ghost ship in the sense that she was discovered derelict without any apparent explanation.
OriginsThe Mary Celeste was a 282-ton brigantine. She was built by Joshua Dewis in 1861 as the Amazon at the village of Spencer's Island, Nova Scotia, Canada, and was the first of many large vessels built in this small community. The Amazon was owned by a group of eight investors from Cumberland County and Kings County, Nova Scotia, led by builder Joshua Dewis and William Henry Bigalow, a local merchant. She was registered at the nearby town of Parrsboro, Nova Scotia, the closest local port of registry.Her first captain, Robert McLellan, son of one of the owners, contracted pneumonia nine days after taking command and died at the very beginning of her maiden voyage. He was the first of three captains to die aboard. John Nutting Parker, the next captain of the Amazon, struck a fishing boat and had to return to the shipyard for repairs. At the shipyard a fire broke out in the middle of the ship. Because of this, Parker lost command of the Amazon. The first trans-Atlantic crossing was also disastrous for her next captain, after she collided with another vessel in the English Channel near Dover. This resulted in the dismissal of the new captain. After this awkward beginning, the brigantine had several profitable and uneventful years under her Nova Scotian owners, captained by Flinders Croston,. She travelled far afield to the West Indies, Central America and South America, and began to transport a wide range of cargos. In 1867, the ship ran aground during a storm in Glace Bay, Nova Scotia. After she was salvaged, she was sold for $1750 to Richard Haines of New York, and was repaired at a cost of $8,825.03. In 1868 she was transferred to the American registry and the following year was renamed the Mary Celeste. The new owners intention was to take her across the Atlantic and make a profit trading with the Adriatic ports. Ownership was divided into 24 shares:
Benjamin Briggs's letterWhile waiting in New York City for a cargo of raw alcohol to be delivered to the Mary Celeste, Captain Benjamin Briggs wrote a letter to his mother in Marion, Massachusetts, who was caring for Briggs's seven-year-old son Arthur. Briggs wife and daughter Sophia would accompany him on his voyage. The letter, dated November 3, 1872, reveals his optimism for the trip ahead:On November 5, 1872, under command of Captain Benjamin Briggs, the ship docked on New York City's East River and picked up a cargo of 1,701 barrels of commercial alcohol intended for fortifying Italian wines on behalf of Meissner Ackermann & Co. worth around $35,000 (an extremely large amount of money for the time) and heavily insured it in Europe. The Mary Celeste set sail from Staten Island, New York to Genoa, Italy. In addition to the captain and a crew of seven, she carried two passengers, the captain's wife Sarah, who had sailed with her husband many times, and their two-year-old daughter, Sophia Matilda. Thus there were ten people onboard. Briggs had spent most of his life at sea, and had captained at least five ships and owned many more. The crew for this voyage included a Dane and four Germans, but all spoke fluent English, had exemplary records and were considered experienced, trustworthy and able seamen. The first mate and cook were Americans. Before the Mary Celeste left New York, Benjamin Briggs spoke with an old acquaintance and friend, David Reed Morehouse, from Nova Scotia who was captain of the Canadian merchant ship, Dei Gratia, also a brigantine. Briggs and Morehouse, and their wives, had dinner together on the evening of 4 November. Briggs and Morehouse had served together as sailors on another ship when they were younger men. During the conversation the two captains discovered they had a similar course across the Atlantic Ocean, through the Straits of Gibraltar and into the Mediterranean. However Morehouse was still waiting for his cargo to arrive when the Mary Celeste left port on November 5. Morehouse's cargo eventually arrived and on November 15, the Dei Gratia finally set off with 1,735 barrels of petroleum in her hold. The Dei Gratia left New York harbor seven days after the Mary Celeste, in some sources eight days later. Discovery of the Mary Celeste An engraving of the Mary Celeste as she was found abandoned. Oliver Deveau, the chief mate of the Dei Gratia went across to the Mary Celeste. He checked the pumps which were in good order. According to his report, Deveau did not find a soul on board, and reported that "the whole ship was a thoroughly wet mess". There was only one operational pump, two apparently having been disassembled, with a lot of water between decks and three and a half feet (1.1 m) of water in the hold. The ship however was not sinking and the vessel was seaworthy. All of the ship's papers, except the captain's logbook, were missing. The forehatch and the lazarette were both open, although the main hatch was sealed. The clock was not functioning and the compass was destroyed, and the sextant and marine chronometer were missing. The only lifeboat of the Mary Celeste, a yawl, which had been located above the main hatch, was also missing. The peak halyard, used to hoist the main sail, had disappeared. A rope, perhaps the peak halyard, was found tied to the ship very strongly and the other end, very frayed, was trailing in the water behind the ship. Popular stories of untouched breakfasts with still-warm cups of tea on the cabin table are untrue and most likely originated with fictionalized accounts of the incident, including one by Sir Arthur Conan Doyle.Macdonald Hastings, Mary Celeste, (1971) ISBN 0718110242 At the inquiry Oliver Devreau stated that he saw no preparations for eating and there was nothing to eat or drink in the cabin. Devreau went back to his ship and reported to the captain, then with a party of two men Charles Augustus Anderson and Charles Lund, returned to the Mary Celeste. The cargo of 1,701 barrels of alcohol Devreau reported, was in good order. However, when it was eventually unloaded in Genoa, nine barrels were found to be empty. A six-month supply of uncontaminated food and clean, fresh water was still aboard, and the crew's personal possessions and artifacts were left completely untouched, making a piracy raid seem extremely unlikely. It appeared the vessel had been abandoned in a hurry; there was no sign of a struggle, or any sort of violence. In summary, the ship was in good condition and seaworthy, yet the crew had apparently abandoned her very quickly and abruptly, perhaps in panic, although there was no evidence to suggest why this was so. Expensive personal possessions and the ship cargo were left in place and were completely untouched. The Admiralty Inquiry Report on the Mary Celeste Inquiry in The New York Times, February 1873 During a sitting of the Vice Admiralty Court, the judge praised the crew of the Dei Gratia for their courage and skill. The Attorney General of Gibraltar, Frederick Solly-Flood QC in his role as Queen's Proctor to the court, deemed it necessary to appoint a commission of inquiry to investigate the vessel and determine the causes of its abandonment in the middle of the ocean. Copies of the several log entries were made. The inquiry lasted three months and attracted media attention worldwide. Some sources even claim that Solly-Flood suspected the crew of the Dei Gratia of foul play and wanted to establish some culpability on their part. The Mary Celeste was visited by John Austin, surveyor of shipping in Gibraltar, assisted by an English inspector, John McCabe. A local diver and marine expert named Ricardo Portunato was also sent to examine in detail the exterior of the hull on the behalf of the Vice Admiralty Court. Austin discovered what he believed to be a few spots of blood in the captain's cabin, an "uncleaned" ornamental cutlass in Brigg's cabin, a knife (without blood), and a deep gash on a railing that he equated with a blunt object or an axe, but he did not find such a weapon on board. Portunato believed the damage was recent. Part of his testimony: Affidavit of Ricardo Portunato, DiverHoratio J. Sprague, Consul of the United States in British Gibraltar, also wanted an investigation because American citizens were involved in the Mary Celeste incident, and Americans had possibly been murdered. He asked immediately to visit the ship by his personal representative, Captain Shufeldt of the American frigate Plymouth. His brief visit aboard the Mary Celeste led him to challenge the report of his British colleagues. For him, the cuts were mere scratches that could have been caused by anything, and the "traces of blood" did not appear to be so to him, but instead rust. "Blood" seen on an "uncleaned" sword was also rust according to Sprague and Shufeldt, who conducted scientific tests on it to prove it was rust. There was no evidence of piracy or foul play, or mutiny or struggle or violence. Eventually, the salvagers received a payment, but only one-sixth of the $46,000 ($ in current money) for which the ship and its cargo had been insured, suggesting that the authorities were not entirely convinced of the Dei Gratia crew's innocence. This was not enough to ensure a comfortable retirement for any of the crew of the Dei Gratia. The commercial alcohol aboard the Mary Celeste, being heavily insured, was sailed to Genoa by George W. Blatchford, as originally intended, although as previously stated nine barrels were found to be empty upon being unloaded. The results of this commission of inquiry encouraged the authorities in Washington, D.C. to send instructions to all consuls and officers in their ports to report anybody matching the description of Briggs or other crew of the Mary Celeste, or any group that could have landed sailors belonging to the Mary Celeste. Also, word was sent out to look for any of the few things missing from the Mary Celeste, such as the two pumps or her navigation equipment. No information was reported back. Locals at ports in the Azores were questioned but were unable to provide assistance. Later history of the ship and wreckJames Winchester considered selling the Mary Celeste after the terrible and mysterious events she was now known for. His mind was made up when the vessel claimed the life of his father, Henry Winchester-Vinters, who drowned in an accident in Boston, Massachusetts when the ship was brought back to America. James Winchester sold the Mary Celeste at an enormous loss. Over the next 13 years the vessel changed hands 17 times. The misfortunes seem to have hit a new low and the Mary Celeste was in very poor condition.Her final captain and owner, a man identified as GC Parker, made no profit whatsoever and the Mary Celeste was deliberately wrecked in an insurance fraud in the Caribbean Sea on January 3, 1885. She was loaded with an overinsured cargo of scrap, including boots and cat food. The plan did not work, as the ship failed to sink after having been run up on the Rochelais reef just off the western coast of Port-au-Prince, Haiti and south of Gonâve Island,, after which he tried to burn the scuttled wreck — but even after the fire the vessel remained intact, although the ship's log was burnt along with Benjamin Briggs's prior writings in it. GC Parker then filed an exorbitant insurance claim for an exotic cargo that never existed and a subsequent insurance investigation revealed the fraud. Parker was thrown into prison but died under unknown circumstances before his trial. The smashed, partially burnt hulk of the Mary Celeste was deemed beyond repair and left over time to slowly fall off the shoal and sink into the waves. On August 9, 2001, an expedition headed by author Clive Cussler (representing the National Underwater and Marine Agency) and Canadian film producer John Davis along with divers from the Nova Scotian company EcoNova announced that they had found the remains of the brigantine where GC Parker had wrecked her. Maritime archaeologist James P. Delgado identified the wreck as Mary Celeste based on a survey of the large bay and by analyzing vessel fastenings, ballast, timber, and evidence of the fire that burned the stranded hulk. This evidence matched the wreck with historical accounts of Mary Celeste. It is alleged that the 120 inhabitants of the reef, who now live on the reef after building an island of conch shells, use the old Mary Celeste groove as a channel to launch their boats. Other researchers have, however, disputed this claim. The Caribbean is littered with thousands of wrecks, many of them similar to the Mary Celeste. Scott St. George of the Geological Survey of Canada and the Laboratory of Tree-Ring Research at the University of Arizona analyzed samples from wood fragments recovered from the site in an effort to reconstruct sufficient tree ring data for dating. Based on this, St. George felt that the wood was cut from trees still living at least a decade after the ship sank. Speculation and theoriesOver the past century and a half, hundreds of theories have been proposed to explain the mystery. These include:PiracyThe most obvious explanation at face value, was that the Mary Celeste was the victim of an act of piracy and the crew was murdered in pursuit of valuable plunder. North African pirates had been known to operate in the area.However, full possession of the facts makes this scenario seem extremely unlikely. The golden age of piracy had come to a close some two centuries earlier, and the authorities had since done away with almost all pirates. There had been no reports of piracy in the waters around the Azores or the Straits of Gibraltar for decades, if not longer, and Britain's Royal Navy stationed at Gibraltar, the most powerful naval force in the world at the time, had seen to that. No other piracy attacks occurred or were reported in the area at the time. Moreover, there were no signs of struggle or violence aboard the Mary Celeste, and only some common navigation equipment was missing. It seems extremely unlikely that pirates would go to the trouble of taking on eight fully able-bodied young men to the death, even killing a woman and toddler in pursuit of plunder, only to take nothing after doing so. The crew of the Dei Gratia as suspectsSome writers suggest that the crew of the Dei Gratia murdered those on board and then fabricated the story of the ghost ship with the aim of securing the salvage rights. However, there are numerous problems with this theory, such as the fact that there was no sign of struggle and nothing of value had been taken. When the Dei Gratia presented the Mary Celeste to the British authorities in Gibraltar, the ship was intact and her manifests and inventories full and accounted for. The captain of the Dei Gratia, David Morehouse, was an old friend of Captain Briggs, which makes the scenario of him murdering Briggs, his wife and their two-year-old daughter all the more unlikely. The Mary Celeste set sail several days before the Dei Gratia and the Dei Gratia would not have been able to catch up to the Mary Celeste unless something untoward had already taken place before the Dei Gratias arrival. The Court Inquiry praised the crew of the Dei Gratia for their courage and seamanship in effecting the salvage. An insurance scamInsurance fraud has been cited as a possible explanation, although extremely unlikely given the characters involved and a scenario not entirely fitting the facts. The theory postulates that Briggs and Morehouse were in collusion to reach the level of "rescue", and that after November 25, Captain Briggs assumed a new identity. Problems with the conjecture include the fact that the insurance premium to be paid would not suffice to ensure a comfortable retirement for anyone. Furthermore, the ship belonged to a third party, James Winchester, who could not expect to be paid insurance if he had supposedly died. Thus, a staged incident would have required much effort and risk for a very modest profit.StormThis theory asserts that the Mary Celeste entered a storm, water began to flood the ship, and the crew left in the lifeboat, thinking the Mary Celeste lost. When she was discovered two of her three water pumps had been mysteriously disassembled which may have contributed to this fact. The Mary Celeste was sailing with a much larger quantity of water onboard than normal, but it is unclear whether it was enough water to make Briggs order the evacuation, although it could be argued that the presence of his wife and daughter made the master unusually cautious. Seeing that the Mary Celeste was taking on water, he ordered the crew to leave on the lifeboat, which got displaced from their mother ship, becoming lost at sea.Whilst this scenario does seem logical, it still does not fit the facts. The Mary Celeste was taking on a lot of water but at the same time was not taking on enough water to sink, and the Mary Celeste was still seaworthy. Briggs as a life-long sailor would have been well aware of this fact, and given his level of experience at sea it is unlikely he would have been unnerved by it. Also, no storms were reported in the area at the time, only mildly choppy weather. The waters were calm where the Mary Celeste was discovered. A storm did hit later though, when the Dei Gratia was sailing onto Gibraltar, and there is always the possibility (though remote) that the Mary Celeste was hit by freak weather conditions. EarthquakeA further theory offered by Captain David Williams, who had encountered earthquakes at sea before, is that a seaquake erupted below the ship and jarred open nine barrels of alcohol (~450 gallons), which leaked into the bilge. The earthquake also dislodged the fuel for the hot stove on deck and caused embers from the fire to drift into the rigging. Smelling the alcohol in full view of the burning embers caused the crew to panic and abandon the ship. The ship sailed on without the crew. The crew then decided to try to catch the ship and sail off after her in the small sailing dingy, but they never caught up with the Mary Celeste and died at sea. Seismic activity is indeed common in the area and this theory has been quoted numerous times since.However, the log made no mention of underwater rumblings, nor did the crew of the Dei Gratia feel any tremors or aftershocks, nor did any other vessel in the area, and most importantly nor did the locals in the nearby Portuguese islands of the Azores feel any rumblings. This theory is also discredited by the fact that no alcoholic vapours were smelt by the salvagers or investigators, and that there was no evidence of alcohol spillage in the hold. TsunamiAnother common theory was that a tidal wave had been caused by an earthquake or perhaps a landslide in the Canary Islands or the Azores. The crew were washed overboard, or a giant oncoming wave scared them into evacuation. This would have explained why the Mary Celeste had taken on so much water. However, again a tsunami, earthquake or landslide was not reported at the time either on land or at sea. Plus, tsunami are more or less unnoticeable in deep water and do not present a threat to shipping (the only ships lost in the 2004 Asian tsunami were in port); they only become dangerous as they approach the shoreline. This theory would also require all 10 passengers and crew to be on deck and swept overboard.WaterspoutAn alternative scenario has the ship encountering a waterspout, a tornado-like storm with a funnel cloud that occurs at sea.In such a case, it is suggested, the water surrounding the ship may, in being sucked upwards, have given the impression that the Mary Celeste was sinking. It would explain why the Mary Celeste was soaking wet when discovered by the crew of the Dei Gratia, and a mass panic among the crew during such an occasion would probably explain the scratched railing and the broken compass, as well as the missing lifeboat. The lower air pressure resulting from a waterspout might also have thrown off measurements of how deep the water level was in the ship's hull. A dipstick-like device was used in sailing ships to monitor water levels in the bilge. Low pressure could pull water up the tube around the stick, creating the impression of a quickly-sinking vessel. This theory was first put forth by Dr. James H. Kimble and author Gersholm Bradford. Although unlikely, this theory is still one of the most logical theories put forward. The risk of explosionOf the theories consistent with the account given by the crew of the Dei Gratia, the most plausible are based on the barrels of alcohol. The theory, and various versions of it, revolve around the fact that Briggs had never hauled such a dangerous cargo before, was wary of it and did not trust it. The theory was first put forth by the ship's owner, James Winchester, and is perhaps the most widely accepted explanation for the disappearance. There are numerous versions of this theory, and also, of course, reasons to discredit it.Indeed nine of the 1,701 barrels in the hold were later discovered to be empty, and the empty nine had been recorded as being made of red oak, not white oak like the others. Red oak is known to be a more porous wood and therefore more likely to leak. Nine leaking barrels would have caused a buildup of vapor in the hold. In addition, poorly-secured barrels could rub against each other and the friction between the barrels' steel bands could throw sparks. The possibility of explosion, however remote, would have been enough to panic the crew. Historian Conrad Byers believed that Captain Briggs ordered the hold to be opened, resulting in a violent rush of fumes and then steam. Believing the ship was about to explode, Briggs ordered everyone into the lifeboat, failing, in his haste, to properly secure it to the ship with a strong towline. The wind picked up and blew the ship away from them. The occupants of the lifeboat either drowned or drifted out to sea to die of hunger, thirst and exposure. A refinement of this theory was proposed in 2005 by German historian Eigel Wiese. At his suggestion, scientists at University College London created a crude reconstruction of the ship's hold to test the theory of the alcohol vapor's ignition. Using butane as the fuel and paper cubes as the barrels, the hold was sealed and the vapor ignited. The force of the explosion blew the hold doors open and shook the scale model, which was about the size of a coffin. Ethanol burns at a relatively low temperature with a flash point of 13°C or 55.4°F. A minimal spark is needed, for example from two metal objects rubbing together. None of the paper cubes were damaged, nor even left with scorch marks. This theory may explain the remaining cargo being found intact and the fracture on the ship's rail, possibly by one of the hold doors. This burning in the hold would have been violent and perhaps enough to scare the crew into lowering the boat, but the flames would not have been hot enough to leave burn marks. A frayed rope trailing in the water behind the ship is suggested as evidence that the crew remained attached to the ship hoping the emergency would pass. The ship was abandoned while under full sail and a storm was recorded shortly thereafter. It is possible that the rope to the lifeboat parted because of the force from the ship under full sail. A small boat in a storm would not have fared as well as the Mary Celeste. This is perhaps the simplest and most convincing explanation expounded in a recent investigation and television documentary that both featured and satisfied one of the descendants of the original Ship's Captain. Brian Hicks and Stanley Spicer in recent books revived the theory that Captain Briggs opened the hold to ventilate it while becalmed. The release of noxious alcoholic fumes from the hold might have panicked the captain and crew into abandoning ship for the yawl tied to the halyard by an inadequate rope. If this broke with a weather change and consequent wind, then it could easily have explained the sudden and mysterious exit from the ship. Hicks claims that the cargo was a different material, methanol, which is toxic. The records do not support this. This theory is discredited somewhat however by the fact that the boarding party found the main hatch secured and upon going into the hold did not report smelling any fumes or vapour, which would have still smelt very powerful by that point if this theory were correct. Nor did people who came aboard in Gibraltar and Genoa smell any vapors. There was no evidence of alcohol outside the barrels in the hold. What happened to this missing alcohol from the nine empty barrels is just as much a mystery as what happened to the crew themselves, although it could have gone missing at any stage of the journey, from before being put on the ship in New York to after Gibraltar. Hundreds of people could have been responsible for it. Even if the barrels had leaked in the hold, there is no explanation as to how exactly the barrels were able to leak, except the fact they were a different kind of oak which could, in theory, leak. One logical explanation for this is expansion and contraction in the wood caused by heat differences as the ship traveled between colder then warmer climates. ErgotamineYet another theory claims that ergotamine sometimes found in ergot fungus from possibly contaminated flour aboard the ship and had serious effects of ergotism on the crew. Ergotamine in large quantities can have similar hallucinogenic effects to LSD, and can also cause immense pain in instances of both convulsive symptoms and gangrenous symptoms, ultimately resulting in them perhaps losing their sanity and murder, or them throwing themselves overboard. Mania, delusions, psychosis and suicidal tendencies can be caused by eating such fungus. However, this theory seems very unlikely since high doses are usually needed and usually over some time. Most importantly, the flour aboard the Mary Celeste was not stated as being contaminated; in fact, quite the opposite, it was said to be fine, and the sailors from the Dei Gratia were not affected after eating this same flour.MutinyAnother theory has suggested there was a mutiny among the crew who murdered a tyrannical Briggs and his family, then escaped in the lifeboat. However, this is strongly discredited by the fact Briggs had no "tyrannical" history to suggest he was the type of captain to provoke his crew to mutiny. By all accounts, he was well respected, fair and able. First Mate Albert Richardson and the rest of the crew also had excellent reputations and were experienced, loyal seamen.Drunkenness amongst the crewAfter the admiralty court proceeding, Solly-Flood QC proposed that the crew, after consuming the alcohol from the kegs that were recovered empty, murdered the Briggs family in a drunken stupor. The mutinous crew are then presumed to have deliberately damaged the vessel to give the illusion of having been forced to abandon it, then they would have left in lifeboats. However, the captain was a believer in abstinence and unlikely to tolerate drinking on board or a crew inclined to drink alcohol.Again, there was no trace of struggle or violence aboard the vessel, and the crew had good records. Cultural impactThe fictional depiction by Sir Arthur Conan Doyle is credited as creating the Mary Celeste myth. In 1884, Conan Doyle published a story entitled "J. Habakuk Jephson's Statement", part of the book .Doyle's story drew very heavily on the original incident, but included a considerable amount of fiction and called the ship the Marie Céleste. Much of this story's fictional content, and the incorrect name, have come to dominate popular accounts of the incident, and were even published as fact by several newspapers. There is a possibility that Doyle made reference to the mystery in one of the Sherlock Holmes stories. In "The Adventure of the Sussex Vampire" (in The Casebook of Sherlock Holmes), Watson notes that Holmes's reference files mention one "Mathilda Briggs". Holmes explains that this name is the name of a ship involved in the case of "the Giant Rat of Sumatra", which the detective feels the world is not ready to know about. The name of Captain and Mrs. Briggs's infant daughter was "Sophia Matilda Briggs". This could be a reference. However, in the 1889 poisoning trial of Florence Maybrick in Liverpool, England, one of the witnesses against her was also named "Mathilda Briggs". Conan Doyle, an avid student of crime, might have been referring to the latter, not the former. Abel Fosdyk published an account of the incident, now known as the Abel Fosdyk papers, in Strand Magazine, a monthly publication of works of fiction. Though Fosdyk claimed to be aboard the Mary Celeste at the time of the incident, his account does not match the known facts. CommemorationAt Spencer's Island, Nova Scotia, Mary Celeste and her lost crew are commemorated by a monument at the site of the brigantine's construction and a memorial outdoor theatre in the shape of the vessel's hull The ship's origins and fate are explored in an exhibit at the nearby Age of Sail Heritage Centre. At the hometown of Benjamin Briggs in Marion, Massachusetts, the Sippican Historical Society maintains a permanent Mary Celeste exhibit with artifacts from the brigantine's final voyage. The Mariners' Museum in Newport News has a detailed waterline model of Mary Celeste, depicting the brigantine exactly as she was found in 1872.Timeline
Ship's manifestThe crew and passengers of the vessel who inexplicably disappeared were listed in the ship's log as:CrewPassengers |
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Used under the Creative Commons Attribution/Share-Alike License; additional terms may apply.
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