Notebook: “There She Blew”

Harry V. Givens, photographer, 'Whale Skeleton, Point Lobos, California,' American Environmental Photographs Collection (1891-1936), AEP-CAS206, Department of Special Collections, University of Chicago Library

“There She Blew,” my review of Eric Jay Dolin’s Leviathan: The History of Whaling in America, is in the 23 July 2007 issue of The New Yorker. Herewith a few web extras and informal footnotes.

As ever, my first thanks go to the book under review. I also consulted the conservationist and historian Richard Ellis’s Men and Whales (Knopf, 1991), which takes the story of whaling beyond America, and the economists Lance E. Davis, Robert E. Gallman, and Karin Gleiter’s In Pursuit of Leviathan: Technology, Institutions, Productivity, and Profits in American Whaling, 1816-1906 (University of Chicago, 1997), which contains empirical data and insights that will interest Ph.D.’s as well as M.B.A.’s. The best documentation of Melville’s life as a whaler is in Herman Melville’s Whaling Years (Vanderbilt, 2004), a 1952 dissertation revised by its author, Wilson Heflin, until his death in 1985, and astutely edited for publication by Mary K. Bercaw Edwards and Thomas Farel Heffernan. (It’s from a note in Heflin’s book that I found the description of sperm-squeezing in William M. Davis’s 1874 memoir.) Two nineteenth-century memoirs of whaling that I refer to—J. Ross Browne’s Etchings of a Whaling Cruise and Francis Allyn Olmsted’s Incidents of a Whaling Voyage—are available online thanks to Tom Tyler of Denver, Colorado, as part of his edition of journals kept aboard the Nantucket whaler Plough Boy between 1827 and 1834. William Scoresby Jr.’s Account of the Arctic Regions, with a History and Description of the Northern Whale-Fishery is available in Google Books. (For the record, though, I read on paper, not online. I’m not really capable of reading books online.)

Also very useful was Briton Cooper Busch’s “Whaling Will Never Do for Me”: The American Whaleman in the Nineteenth Century (Lexington: University Press of Kentucky, 1994), which told me about bored shipboard wives and the whaler who read Moby-Dick while at sea, and Pamela A. Miller’s And the Whale Is Ours: Creative Writing of American Whalemen (Godine, 1971), my source for the quatrain about sperm whales vanishing from “Japan Ground.”

Now for the wildly miscellaneous. While I was researching the review, some Eskimos killed a bowhead whale off the shores of Alaska and found in its blubber the unexploded explosive tip of a bomb lance manufactured in the 1880s; the discovery got a short paragraph in the New York Times (“This Whale’s Life . . . It Was a Long One”), and a longer explanation on the website of the New Bedford Whaling Museum (“125-year-old New Bedford Bomb Fragment Found Embedded in Alaskan Bowhead Whale”). The NBWM has some great photographs of whaling in its online archives, from an inadvertently campy tableau of a librarian showing a young sailor how to handle his harpoon in the 1950s, to a sublime and otherworldly image of a backlit “blanket piece” of blubber being hauled on board a whaler in 1904. The blanket piece was photographed by the whaling artist Clifford W. Ashley, as part of his research for his paintings; he also took pictures of a lookout high in a mast, a sperm whale lying fin out beside a whaler, the “cutting in” of a whale beside a ship, and whalers giving each other haircuts. Though taken in 1904, they’re the best photos of nineteenth-century-style whaling I’ve seen, and they’re also available in a book, Elton W. Hall’s Sperm Whaling from New Bedford, through the museum’s store.

The best moving images of whaling are in Elmer Clifton’s 1922 silent movie “Down to the Sea in Ships,” which features Clara Bow as a stowaway in drag and has an absurd plot, complete with a villain who is secretly Asian. It stars Marguerite Courtot and Raymond McKee (who was said to have thrown the harpoon himself during the filming), as well as real New Bedfordites and their ships, as Dolin explains, and even has a scene of Quakers sitting wordlessly in meeting, the purity of which tickled me. It has been released by Kino Video on DVD and is available via Netflix as part of a double feature with Parisian Love. The NBWM has a great many stills; try searching for “Clifton” as a keyword.

If photographs strike you as too anachronistic, you can find the occasional watercolor whaling scene in the nineteenth-century logbooks digitized by the G. W. Blunt White Library of the Mystic Seaport Museum, such as these images from the 1841-42 logbook of the Charles W. Morgan. There is more scrimshaw than you will know what to do with at the Nantucket Historical Association. If you want to hear whales, the National Oceanic and Atmospheric Administration has at least two websites with samples, and there are more here, courtesy of the University of Rhode Island.

The conceptual, book-based artist Alex Itin has an intriguing video collage of Moby-Dick the text and Orson Welles the actor; Welles tried a number of times to stage a version of the novel. And much further down the brow of culture, the Disney corporation did an animated book review of Moby-Dick a few years ago. (I can’t promise it won’t work your last nerve.) Last but not least, here are NOAA’s estimates of current whale populations, by species, and the homepage of the International Whaling Commission, responsible for the animals’ welfare.

Photo credit: Harry V. Givens, photographer, “Whale Skeleton, Point Lobos, California,” American Environmental Photographs Collection (1891-1936), AEP-CAS206, Department of Special Collections, University of Chicago Library (accessed through the Library of Congress’s American Memory website).

Step into my landau, baby

There’s a consensus that sometime this century, the flow of oil out of the ground will peak. Some think it has already peaked; others that the peak is yet to come. What will happen when supplies of oil start to dwindle? People have started to wonder, including a writer named James Howard Kunstler in a book titled The Long Emergency. I haven’t read it, but his prognosis appears to be dire and includes something called a “die-off,” which doesn’t sound pleasant. Yesterday, in a bid for reassurance, I read a dismissive review of Kunstler’s book that I found through Arts and Letters Daily. I wasn’t reassured, however. The reviewer claimed that Kunstler’s “concern with oil depletion is overblown” because

the International Energy Agency’s (IEA’s) recent assessment in the World Energy Outlook 2005 finds that the world has sufficient oil to carry on at its present rate of growth at least out until 2030 (although the agency believes that this would be unsustainable on other environmental grounds).

I don’t feel altogether certain that I’ll be dead by 2030, so this wasn’t quite the warm blanket of denial that I was craving. Also, I wasn’t confident that the reviewer understood thermodynamics any better than I did, which is not very well, especially when he insisted that “total entropy on the Earth is not increasing . . . [b]ecause excess entropy is carried off by radiation into outer space.” Outer space? What about the greenhouse effect—does it trap entropy as well as heat? Don’t systems gain in entropy as heat is added to them, and isn’t that the net effect of the greenhouse gases, in preventing the release from Earth of heat?

Best to march quickly past the real physics, and get to the heart of the matter: dollars per gallon. Naturally, as my anxious mind contemplated the fate of a world in which fuel increased indefinitely in price, I wondered: How expensive would gas have to be for people to decide they’d rather take a horse-and-buggy than an automobile?

At first I thought that I would do this by adding up all the costs associated with keeping a horse—hay, blacksmithing, saddles, stableboys, much higher frequency of street cleaning—and compare them to those of keeping a car. In the former Soviet Union, there used to be whole academic departments devoted to making an inventory of all the society-wide costs and benefits of an item, in order to set, by fiat, its price. We are all Hayekians now, though, and believe that the best way to process all the raw data of abundance, scarcity, damage, benefit, consumer whim, and real convenience is by seeing what people actually pay.

As it happens, in New York today, it is possible to hire for a brief trip either a horse and buggy or an automobile. They aren’t exactly comparable; the buggy is a luxury item, and I suspect that it dawdles to seem more leisurely. Nonetheless both the buggy-owners and the cabbies must take the measure of a much wider range of expenses than I ever could, even with the assistance of the internet. I thought I’d start with their numbers, making a few adjustments along the way.

If you want to take a horse and buggy ride in Central Park today, it costs $34, and in twenty minutes you go one mile. Three miles an hour seems awfully slow—improbably slow. The websites of various companies that cart brides and grooms to and from church promise speeds no higher than four to seven miles per hour, and they seem to be offering their slowness as a selling point. In today’s world, the hirer of a buggy is probably paying mostly for the twenty minutes—for a share of the horse and buggy’s day—rather than the one mile. In a post-gasoline world, buggies would presumably go as fast as was financially and legally prudent. I’m guessing that I can safely double the speed advertised and say that a horse and buggy in Central Park could go six miles an hour without increasing its underlying costs. So I’m jiggering with the data, and guessing that for the same $34, you could get a horse and buggy to go two miles in twenty minutes.

To go two miles in Manhattan by taxi costs you $2.50 plus 40 cents for every one-fifth of a mile—in total, $6.50. (For ease of math, I’m leaving tips out of both sides of the equation.) Let’s estimate that cabbies get about 24 miles per gallon, and that they go about 20 miles an hour in the city. That means the trip consumes about one-twelfth of a gallon of gasoline and takes about six minutes.

Horse & buggy Car
$34 $6.50
20 min. 6 min.
Hay 0.0833 gal. gasoline

There’s one more arbitrary number to come up with. How valuable are the fourteen minutes you’d lose by taking the buggy? That’s hard to figure; it probably depends on how valuable your time is. People with a low hourly wage will probably walk rather than hire either vehicle, so let’s say $20/hour. The value of those 14 minutes will therefore be 14 min./60 min. times $20/hour, or $4.66.

Let x equal an increase in price per gallon of gasoline. Then as gas becomes more expensive, the price of the automobile taxi will be $6.50 + 0.0833 x. The price of the buggy will be $34 plus the loss of time, valued at $4.66. A person would just as soon hire a hire a cab powered by a horse as one powered by an internal combustion engine when the total prices are equal, i.e.,

$6.50 + x/12 = $34 + $4.66

x = (34 + 4.66 – 6.5) 12

x = 385.92

When gas costs $385.93 more per gallon than it does today, then, you’ll probably start taking the curricle.