Jaredite’s Journey by Sea
By Captain Richard Rothery, Ret.
Update Sept. 2009
Richard Rothery is a retired sea captain from Australia. Richard has agreed to share with you his thoughts about the journey and barges of the Jaredites. Richard, a member of the Church has spent over 40 years at sea. We are sure you will enjoy this fresh look at the Jaredites. Thank you Richard for sharing your thoughts with us.
The Nephi Project presents a Sea Captain’s insights of the Jaredites’ journey to the New World. The article that follows was written by Richard Rothery.
As a forward to this paper on trans oceanic migration in general and in particular to the Jaredite voyage... we should fully understand that this contribution covers most of the essentials for a successful outcome of the voyage and will be understood fully only by those with a good understanding of all technical aspects of maritime voyaging, certainly not by our average reader who should look for qualified assurance from one whose qualifications, knowledge and experience are at least equal to my own. I have read many papers touching on this subject and, so far, all prove disappointing as the writers, though well intentioned practicing scholars, are or were not qualified in marine sciences.
For your information and re-assurance, my experience covers 40 plus years of maritime experience, son of a master mariner, himself renowned for his ability and two brothers also master mariners, so it was in the blood, so to speak, and we all took great pride in following the tradition and in our individual accomplishments in many different types of vessel, merchant and naval, sail and powered.
My own experience ranges from tin canoe through racing yacht, passenger/cargo ships, bulk carriers, oil tankers, Ro-Ro’s, around the entire Australian coast, New Guinea, Indonesia, Malaysia, numerous pacific islands, Phillippines, China, Taiwan, Japan, USA, Canada, Venezuela, Panama, U.K.. I first went to sea age 17 in August 1944 serving one year WW2 carrying military supplies.
Rising to Master through sheer hard work, study and experience, Held pilotage exemptions for the ports of Darwin, Newcastle, Sydney, Port Botany, Port Kembla, Westernport, Burnie and Melbourne where I was qualified to take my own ship in and out without a pilot, always fault free. Experienced (in command) two Asian typhoons, one Australian cyclone, numerous North Pacific and Southern Ocean storms successfully negotiating each with due care. Unfortunately the general concept of seafarers is that they are far less praiseworthy than their shore bound brothers or those in the navy. Truly, I can say that though there is the odd rascal inebriate as anywhere else, the great majority are good honorable husbands and fathers proud of the efforts they put into their profession and family welfare. As each cargo ship is an isolated community, the captain and officers must be capable of handling successfully any and all situations that might and sometimes do occur. The Master must be conversant with meteorology, ship construction and stability, basic engineering, coastal and celestial navigation, cargo management and hazards, fire fighting, medical emergencies diagnosis and treatment, judge breaches of discipline, imposing fines or dismissal, avoiding and tackling pirates, becoming armed and part naval during hostilities, etc. etc. i.e. everything! Under international law, every ship’s master must, if possible, render aid to any other vessel in trouble, regardless of size or nationality.
The subjects of ship construction, cargo stowage, stability and meteorology were particular favorites of mine, because they are natural elements and served me well in many situations. Those in command of each scriptural migration would have to have a good knowledge of many of the above. In each case the Lord would ensure this. The barges mentioned in Ether 2:6 refer to those mentioned in verse 16 except the upper deck would be enclosed and tight like a dish except for air vents which must be securely closed in bad weather, wedged tightly shut. When tightly shut, the barges would be watertight capsules until the stormy weather cleared...about 12-18 hrs if a typhoon during which waves would engulf completely.
Upon my conversion and reading Ether in the Book of Mormon I could see where a knowledge of these subjects would be essential. Having a real spiritual conversion after reading the book I was still interested in proving that the 344 day voyage complied with practical navigational truths. It does, so there lies not only spiritual proof but another technical proof as well. It would have been utterly impossible for Joseph Smith to be conversant with the ocean currents and prevailing winds of the world and to say the voyage took 344 days.. Nobody on earth was aware of that knowledge in his day.
Ether 6:11 states the Jaredites were “.. driven forth 344 days upon the water”. This would not include time spent at frequent stopovers where stocks of animal fodder were replenished. Having a knowledge of the world’s ocean currents and prevailing winds I can honestly say the voyage was possible under the conditions described in the B.O.M. Most people would say they must have used sails to get anywhere. I say emphatically they would have been carried on the ocean currents (conveyor) to their destination in the time stated and without sails. Sails would require men on deck and that is not safely possible with these vessels in moderate to rough conditions at sea. If under sail throughout, the voyage time would be halved and that did not happen. They were in a vessel ‘tight like unto a dish’ Ether 2:17, a hole in the top and also in the bottom.. Ether 2:20 Top for ventilation and a bottom well type hole, with it’s top above the outside water level, for refuse disposal and fishing. These holes must be fastened tightly closed during rough weather when ‘.... they were many times buried in the depths of the sea because of the mountain waves which broke upon them.’ Ether 6:6 Some assume this indicates they were like submarines. No, see Ether 2:16.
De-mountable mast and sails would be carried to use only when within calm waters in order to beach head in for replenishment of fodder for the animals. Anchors must be deployed in deeper water from the stern by which to haul out away from the beach when departing. When not in use the mast and anchors must be lashed securely on deck, the sails and ropes taken below. A canvas or wicker drogue or sea anchor should be deployed from the stern to keep the stern up to weather and prevent broaching as the barge is driven by the wind through the sea. All ship’s lifeboats are provided with these ‘sea anchors’ to prevent broaching side on to the waves. As with lifeboats, a rudder would be essential to maintain stern to weather when the sea anchor breaks away until a fresh one can be deployed. These are made from wicker and or canvas streamed at the end of ropes. The tiller could still be handled within as the helmsman can feel by the vessels movement when rudder is necessary and which way to apply it. Anyone going out on deck would require lifelines to prevent going overboard.
These stopovers would be frequent as stocks of fodder would not last more than one, or two months at most with rationing and would be welcomed by all aboard as an opportunity for R ‘n R and to gather some fresh produce. Also, the temptation would be great to remain at any of the stopovers; but the Lord required them at their destination and would ensure they continued on. ...Ether 2:7. Faith and prayer would ensure their safe arrival..Ether 2:5. Ether 2:6 surely refers to oceans and sea as it does in 1 Nephi 13:12.
The surface currents of the Arabian sea and Bay of Bengal rotate anti clockwise during the NE Monsoon and reverse to clockwise during the SW Monsoon. Therefore the barges would put to sea from Khor Rori, (present day Oman), about May/June to be carried on their way around India across the Bay of Bengal, down the Malacca strait up past China on the China current and Japan on the Kuroshio across the North Pacific, down the west coast on the California current to the equator then close inshore on the warm counter current past Equador to Northern Peru.
For a time it was assumed they would land somewhere around Guatemala. However, recent archaeological studies seem to confirm they were carried further down to Northern Peru on the warm counter current which runs close inshore in the summer. Such counter currents are common in many parts of the world and are used by some mariners (myself included) to make better time on a voyage. They are usually close inshore i.e. to about 1-2 miles offshore, 1/4 ml off some steep to headlands. They could have made either destination in the stated time.
Fresh water, an absolute essential, would be provided from side tanks built in along each side of the barge. About two feet wide, forty feet long and ten feet deep with wash boards to stop surge, they would not only provide up to about 10,000 gals, but the weight, about 15-25 tons each side would act as a stabilizer ensuring a comfortable ride and safety from excessive rolling. Its called winging out weights. It also raises the centre of gravity thus reducing the metacentric height, which is the distance between the centre of gravity and the metacentre, thus modifying the rolling. The metacentre is located at the intersection of the vertical lines through the centres of buoyancy in the initial and slightly inclined positions.
For example, a yacht has a heavy weight centered at the keel resulting in violent rolling when disabled, or not under sail. Rolling is moderated also by streaming out a sea anchor which will bring the head up to weather. Also by raising the weight towards the metacentre.
Imagine a heavy weight held at the chest or at outstretched arm length. Rolling side to side is much slower when the weight is outstretched. These side tanks would be filled through stoppable valves from rain falling on the deck, first giving it time to wash clean of salt before opening the valves. This structure also adds to the overall strength of the barge and cools the barge interior.
Every day the people would be assigned various duties to maintain cleanliness, looking after each other and the animals needs, maintaining safety standards and avoiding boredom etc. The Lord would ensure the barges didn’t hit any obstructions and were moving towards their destination. If they were under sail the voyage time would be halved and we would not have 344 days apearing in the scriptural account. There must have been a reason behind that...probably safer than relying on people sailing and steering.
I am attaching an outline map of the world to indicate the approximate track followed and a sketch of the barge showing possible dimensions, construction and arrangement as well as it’s approximate draft. Distance roughly 14000 mls over 344 days gives speed of about 1.8 knots which would equate approximately to current speed plus drift forward under force of the wind.
Any journey requires careful planning and provisioning taking absolutely every eventuality into account, whether by land, sea, air or space. Neither Noah, the brother of Jared, the Mulekites nor Nephi new their destination nor what direction to travel without faith and, if provided, a Liahona. No geographical knowledge, no maps or charts, no navigational equipment, nor GPS. Therefore they were completely in the hands of the Lord in that regard. Lehi/Nephi had a Liahona which told them which way to go on land. It worked also at sea until Laman and Lemuel took over as they had no faith. A feat when you have two feet on solid ground but quite another matter when you are in a barge or ship upon the sea, unless of course, you happen to be like me, feeling at home and in control there. It seems proven that the Jaredites did not sail to the promised land but were conveyed on the ocean currents. From the B.O.M. it seems Lehi/Nephi used sails. The question is.. ‘why’ the difference ?
The many foreign artifacts coming to light around the world finally prove beyond doubt that transoceanic exploration, migration and trade have been taking place for thousands of years. The conventional distrust of the sea will ultimately be displaced as people realize the sea is no more fearsome than the land but; in fact is quite as safe as the land, even safer than the land, given an understanding of it. Travel is more comfortable as we use the wind and currents to do the work while we are carried along. Better than riding a camel or trudging along with a back pack over hills and through rain constantly bitten by mosquitoes. The Earth was organized with rivers, lakes, seas and oceans for several reasons. All of them good and for our benefit. However, before using them... know how to use them. e.g.. A balsa wood raft, La Balsa, made a voyage in 1973, Equador to Australia, 8564 mls in 192 days i.e. 1.86 knots.
I would appreciate some feedback from those with
appropriate qualifications. My email address is... <richard.rothery@gmail.com>
World outline showing approximate track taken by the Jaredite barges as they were conveyed from Khor Rori (Bountiful), modern day Oman, to Northern Peru...
Proposed Jaredite Barge
