degrees. And so each hour’s time difference between the ship and the starting point marks a progress of fifteen degrees of longitude to the east or west. Every day at sea, when the navigator resets his ship’s clock to local noon when the sun reaches its highest point in the sky, and then consults the home-port clock, every hour’s discrepancy between them translates into another fifteen degrees of longitude.
Those same fifteen degrees of longitude also correspond to a distance traveled. At the Equator, where the girth of the Earth is greatest, fifteen degrees stretch fully one thousand miles. North or south of that line, however, the mileage value of each degree decreases. One degree of longitude equals four minutes of time the world over, but in terms of distance, one degree shrinks from sixty-eight miles at the Equator to virtually nothing at the poles.
Precise knowledge of the hour in two different places at once—a longitude prerequisite so easily accessible today from any pair of cheap wristwatches—was utterly unattainable up to and including the era of pendulum clocks. On the deck of a rolling ship, such clocks would slow down, or speed up, or stop running altogether. Normal changes in temperature encountered en route from a cold country of origin to a tropical trade zone thinned or thickened a clock’s lubricating oil and made its metal parts expand or contract with equally disastrous results. A rise or fall in barometric pressure, or the subtle variations in the Earth’s gravity from one latitude to another, could also cause a clock to gain or lose time.
For lack of a practical method of determining longitude, every great captain in the Age of Exploration became lost at sea despite the best available charts and compasses. From Vasco da Gama to Vasco Nunez de Balboa, from Ferdinand Magellan to Sir Francis Drake—they all got where they were going willynilly, by forces attributed to good luck or the grace of God.
As more and more sailing vessels set out to conquer or explore new territories, to wage war, or to ferry gold and commodities between foreign lands, the wealth of nations floated upon the oceans. And still no ship owned a reliable means for establishing her whereabouts. In consequence, untold numbers of sailors died when their destinations suddenly loomed out of the sea and took them by surprise. In a single such accident, on October 22, 1707, at the Scilly Isles four homebound British warships ran aground and nearly two thousand men lost their lives.
The active quest for a solution to the problem of longitude persisted over four centuries and across the whole continent of Europe. Most crowned heads of state eventually played a part in the longitude story, notably George III and Louis XIV. Seafaring men such as Captain William Bligh of the Bounty and the great circumnavigator Captain James Cook, who made three long voyages of exploration and experimentation before his violent death in Hawaii, took the more promising methods to sea to test their accuracy and practicability.
Renowned astronomers approached the longitude challenge by appealing to the clockwork universe: Galileo Galilei, Jean Dominique Cassini, Christiaan Huygens, Sir Isaac Newton, and Edmond Halley, of comet fame, all entreated the moon and stars for help. Palatial observatories were founded at Paris, London, and Berlin for the express purpose of determining longitude by the heavens. Meanwhile, lesser minds devised schemes that depended on the yelps of wounded dogs, or the cannon blasts of signal ships strategically anchored—somehow—on the open ocean.
In the course of their struggle to find longitude, scientists struck upon other discoveries that changed their view of the universe. These include the first accurate determinations of the weight of the Earth, the distance to the stars, and the speed of light.
As time passed and no method proved successful, the search for a solution to the longitude problem assumed legendary proportions, on a par with discovering the Fountain of Youth, the secret of perpetual motion, or the formula for transforming lead into gold. The governments of the great maritime nations—including Spain, the Netherlands, and certain city-states of Italy—periodically roiled the fervor by offering jackpot purses for a workable method. The British Parliament, in its famed Longitude Act of 1714, set the highest bounty of all, naming a prize equal to a king’s ransom (several million dollars in today’s currency) for a “Practicable and Useful” means of determining longitude.
English clockmaker John Harrison, a mechanical genius who pioneered the science of portable precision timekeeping, devoted his life to this quest. He accomplished what Newton had feared was impossible: He invented a clock that would carry the true time from the home port, like an eternal flame, to any remote corner of the world.
Harrison, a man of simple birth and high intelligence, crossed swords with the leading lights of his day. He made a special enemy of the Reverend Nevil Maskelyne, the fifth astronomer royal, who contested his claim to the coveted prize money, and whose tactics at certain junctures can only be described as foul play.
With no formal education or apprenticeship to any watchmaker, Harrison nevertheless constructed a series of virtually friction-free clocks that required no lubrication and no cleaning, that were made from materials impervious to rust, and that kept their moving parts perfectly balanced in relation to one another, regardless of how the world pitched or tossed about them. He did away with the pendulum, and he combined different metals inside his works in such a way that when one component expanded or contracted with changes in temperature, the other counteracted the change and kept the clock’s rate constant.
His every success, however, was parried by members of the scientific elite, who distrusted Harrison’s magic box. The commissioners charged with awarding the longitude prize—Nevil Maskelyne among them—changed the contest rules whenever they saw fit, so as to favor the chances of astronomers over the likes of Harrison and his fellow “mechanics.” But the utility and accuracy of Harrison’s approach triumphed in the end. His followers shepherded Harrison’s intricate, exquisite invention through the design modifications that enabled it to be mass produced and enjoy wide use.
An aged, exhausted Harrison, taken under the wing of King George III, ultimately claimed his rightful monetary reward in 1773—after forty struggling years of political intrigue, international warfare, academic backbiting, scientific revolution, and economic upheaval.
All these threads, and more, entwine in the lines of longitude. To unravel them now—to retrace their story in an age when a network of orbiting satellites can nail down a ship’s position within a few feet in just a moment or two—is to see the globe anew.
They that go down to the Sea in Ships, that do business in great waters, these see the works of the Lord, and His wonders in the deep.
—PSALM 107
Dirty weather,” Admiral Sir Clowdisley Shovell called the fog that had dogged him twelve days at sea. Returning home victorious from Gibraltar after skirmishes with the French Mediterranean forces, Sir Clowdisley could not beat the heavy autumn overcast. Fearing the ships might founder on coastal rocks, the admiral summoned all his navigators to put their heads together.
The consensus opinion placed the English fleet safely west of Île d’Ouessant, an island outpost of the Brittany peninsula. But as the sailors continued north, they discovered to their horror that they had misgauged their longitude near the Scilly Isles. These tiny islands, about twenty miles from the southwest tip of England, point to Land’s End like a path of stepping-stones. And on that foggy night of October 22, 1707, the Scillies became unmarked tombstones for two thousand of Sir Clowdisley’s troops.
The flagship, the Association, struck first. She sank within minutes, drowning all hands. Before the rest of the vessels could react to the obvious danger, two more ships, the Eagle and the
