sea voyage description

10 Remarkable Sea Voyagers

By mark mancini | may 9, 2022.

Today, most governments and geographers acknowledge five named oceans . You’ve got the Pacific, the Atlantic, the Indian, the Arctic, and the Southern. Like five fingers on the same hand, they’re all part of the unified World Ocean , covering 71 percent of the Earth’s surface. And since ancient times, people have made a name for themselves by exploring it . These are the chronicles of 10 memorable sea voyagers, from globetrotting travel writers to a modern-day wayfinder.

1. Pytheas // 4th Century BCE

A Greek adventurer born in what’s now Marseille, France, Pytheas is a much-debated figure. He claimed to have sailed around the British Isles in the year 325 BCE or so. He may have also visited Iceland and traveled above the Arctic Circle, which, if true, might have made him the first European adventurer to write about witnessing the sun shine at midnight during the polar summer.

Pytheas recorded his experiences in a book called On the Ocean that, as far as we know, doesn’t exist anymore . No copies have survived; all we have to go on are the writings of ancient authors who referenced the original text. Some of them had their doubts about Pytheas’s claims, and the actual route he took is a mystery. 

2. Leif Erikson // 10th Century

There’s a good chance the Norse explorer Leif Erikson was the first European who ever set foot in North America. His exploits are retold in two of the Icelandic Sagas, a set of historical volumes written a couple centuries later and thought to be based on oral tradition. Erikson was the son of Greenland’s original settler, Erik the Red, and he either landed in eastern Canada by mistake or went there on purpose after hearing the testimony of a sailor who’d seen it in passing.

Erikson didn’t stay in North America for long, but he likely left his mark. Archaeologists in Newfoundland, Canada, found the remains of a Nordic settlement , dated between 930 and 1030 CE, that match descriptions in the sagas. 

3. Ibn Battuta // 14th Century

Beginning in 1325, Muslim scholar Ibn Battuta began his epic wanderings across Dar al-Islam (the Muslim world). Over several expeditions by land and sea, he traveled in modern-day Mali in west Africa, Egypt, Asia Minor, the Arabian Peninsula, present-day Russia, India, Southeast Asia, and China. He once sailed down the coast of East Africa on a type of ship called a dhow and traversed the Indian Ocean from Arabia to present-day Myanmar to Indonesia. He also had a nauseating jaunt across the Red Sea. 

In 1354, the sultan of Morocco ordered Ibn Battuta to dictate a book about his experiences. Popularly called the Rihla (which means “voyage” in Arabic), it retells his lifetime of adventure through 44 modern-day countries.

4. Zheng He // 15th Century

Leading a fleet of 300 ships, packed with a combined 28,000 people, would be an amazing feat in any era. The Muslim mariner Zheng He did it more than 50 years before Christopher Columbus made it across the Atlantic. Zheng He (born Ma He circa 1371) was captured at age 10 by Ming Dynasty soldiers and rose through the ranks as a member of the emperor Yongle’s court. After securing the ruler’s trust, Zheng He was asked to preside over seven great diplomatic voyages to assert China’s maritime power.

The first of those trips, each lasting about three years, began in 1405 and the last wrapped up in 1433. During his expeditions, Zheng He established key trade routes across the Indian Ocean, from east Africa to India, Sri Lanka, Thailand, Vietnam, and Indonesia, and collected many tributes for China. All the while, he commanded tens of thousands of people. Exotic animals like elephants and giraffes were sometimes brought along for the ride.   

5. Ferdinand Magellan // 16th Century

Portuguese navigator Ferdinand Magellan orchestrated the first successful circumnavigation of the globe . Yet he personally didn’t live to see it through.

The voyage launched from Spain in 1519, tasked with scouting a western route (across the Atlantic) to the Spice Islands in modern-day eastern Indonesia. Under Magellan’s leadership, the crew sailed below the southernmost tip of the Americas, through a turbulent , ice-choked waterway now called the Strait of Magellan.

Upon exiting the strait, the group entered another ocean where the waters seemed nice and calm. So Magellan named it the Pacific, a synonym for “ peaceful .” Partway through the journey, Magellan lost his life during a skirmish in what’s now the Philippines. But the surviving crew successfully completed its long, hard voyage around the world.

6. Jeanne Baret // 18th Century

Jeanne Baret succeeded where Magellan failed, becoming the first known woman to sail all the way around the world. Her circumnavigation of the planet started in 1766, when she boarded the French naval ship Étoile disguised as a man . Her plan was to accompany naturalist Philibert Commerson (who was also her boyfriend) and serve as a botanist on Louis Antoine de Bougainville’s voyage to Asia.

A royal ordinance at the time barred women from French naval vessels, but Commerson sidestepped the rule by passing her off as a young male assistant. The two scientists used this once-in-a-lifetime chance to gather exotic plant samples. At some point, Baret’s secret was revealed; she and Commerson later left the expedition early to begin a new life on the island of Mauritius. After his death in 1773, Baret married and returned to France within the next two years. By doing so, Baret completed her journey across the full length of the earth. 

7. James Cook // 18th Century

A farmhand’s son turned British naval captain, James Cook is best remembered for leading three lengthy voyages of discovery through the Pacific Ocean. The last one claimed his life. Following his service in the Seven Years’ War, Cook charted New Zealand, logged the first recorded crossing of the Antarctic Circle, visited the Pacific Northwest and Alaska, and braved Australia’s Great Barrier Reef. (Cook is often credited as the first European to visit Australia, but that’s not true .)

It was during the third of these signature voyages that Cook met his demise. A series of tense meetings with Hawaiians on the western coast of the Big Island turned deadly. We’ll probably never know the full context of that incident, but we do know a group of Hawaiians killed Cook on February 14, 1779 near Kealakekua Bay.

8. Ida Pfeiffer // 19th Century

Widowed in 1838 , this Austrian mother of two was 41 years old when she embarked on the first of many international adventures. By the time she died in 1858, her traveler’s resume included a voyage around Africa’s Cape Horn and a transpacific visit to Tahiti, where Pfeiffer was introduced to its queen.

Pfeiffer watched the geysers of Iceland, joined an Indian tiger hunt, tried to cross the Andes before a Peruvian revolution changed her plans, and discovered an insect new to science. Oh, and lest we forget, she circumnavigated the globe—twice. Somehow, she also found the time to write multiple books about her travels.

9. Michael Healy // 19th Century

Michael “Hell Roaring Mike” Healy , the son of an Irish plantation owner and an enslaved Black or biracial woman, is recognized as the first person of African descent to command a U.S. federal ship.

Born in Georgia in 1839, Healy grew up in Massachusetts and served as a merchant mariner. He was admitted to the U.S. Treasury’s Revenue Cutter Service, which enforced customs laws at sea, by President Abraham Lincoln in 1865. The commission brought him from the east coast around Cape Horn to San Francisco. Between 1868 and 1896, Healy patrolled the coastal waters of Alaska, often in cold, foggy, windy conditions; he also commanded the annual Bering Sea Patrol , covering 15,000 to 20,000 miles at sea each time. The trusty Coast Guard cutter Healy , a state-of-the-art polar icebreaker, is named after the famous mariner.

10. Nainoa Thompson // 21st Century

About 1500 years ago, Hawaii’s original settlers navigated the Pacific by using the stars, winds, waves, and other natural phenomena. The long-distance wayfinding methods that took them from the South Pacific to the Hawaiian islands fell into disuse over time, which makes the career of the Native Hawaiian navigator Nainoa Thompson all the more remarkable.

Thompson used these ancient navigation techniques—and nothing else—to lead a double-hulled voyaging canoe named Hōkūle’a all the way from Hawaii to Tahiti and back in 1980, under the mentorship of traditional navigator Mau Piailug. The expedition was part of an effort to rescue this cultural heritage and pass on the traditions to the next generation.

Before the decade’s end, he directed the Hōkūle’a on an even more ambitious, two-way journey between his Hawaii and New Zealand, a round-trip distance of over 16,000 nautical miles . Thompson continues to lead Hōkūle’a ’s worldwide voyages.

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Robin Lee Graham, pictured sailing in 1968 in Durban, South Africa, circumnavigated the world solo and wrote about it for National Geographic. His memoir Dove details his epic journey.

Set sail with these 10 books about epic ocean voyages

From solo trips around the world to family sojourns in the Pacific Northwest, these tales of high-seas adventures will inspire you.

Fifty years ago, Robin Lee Graham cruised into the Los Angeles harbor and made history, becoming at the time the youngest person to sail solo around the world.

The mariner was only 16 years old when he set forth nearly five years earlier, on July 27, 1965. His vessel: a 24-foot sloop called Dove. During his 1,739 days at sea traversing 30,600 nautical miles, Graham faced hurricanes, broken masts, crushing loneliness, a near collision with a freighter, and tedious weeks wallowing in the doldrums. But there were also moments of unparalleled beauty and long sojourns exploring fascinating destinations. He attended a memorial for a queen in Tonga, dived for shells in Fiji , safaried in South Africa’s Kruger National Park , hiked on lunar-like Ascension Island, ate piranhas in Suriname, and roamed the islands of the Galápagos .

Graham detailed his adventures in three National Geographic articles published between 1968 and 1970. “We sleigh-ride down into the deep trough of a trade-wind sea. Then Dove labors up the following crest, and down we plunge again, day after day, my boat and I,” he wrote in his first article. The teen’s quest captured hearts and imaginations, and readers avidly followed his journey and the challenges he experienced.

( Related: Discover stunning sailing adventures around the world . )

The most dramatic event was his second dismasting in the Indian Ocean. Only 18 hours out of the Cocos Islands , a roaring storm caused Dove’ s mast to buckle. Graham almost fell overboard—without his safety harness on—in the attempt to haul the trailing mast and sails back aboard. He sailed under a makeshift rig an astonishing 2,300 miles to Mauritius , off the coast of Africa . “Could I do it? I had no choice,” he wrote. “I had to; turning back against the trade winds was impossible.”

Published in 1972, Graham’s best-selling memoir, Dove (co-written with Derek L.T. Gill), expands on his articles and chronicles his love story with his wife, Patti, whom he met and married along the way. The book not only inspired countless mariners’ dreams but, as Graham also wrote, created “memories [at] landfalls where foreigners seldom set foot.”

“Dynamic, chaotic, brilliant. Both infinite and finite at once.” The seafarer pictured here might relate to how author Liz Clark describes the power of nature in Swell, her sailing memoir.

Graham is not the only seafarer with an extraordinary story. Here are 10 additional books—the latest installment in our ongoing Around the World in Books series—about adventurous sailors who test their mettle on the high seas.

Sailing Alone Around the World , by Joshua Slocum, 1900. Slocum’s iconic account of his solo trip around the globe—the first person to accomplish such a feat—can be found on almost every sailor’s bookshelf and was a prime inspiration to Graham. Setting off from Boston in 1895 in his 36-foot wooden sloop, Spray, Slocum sailed some 46,000 miles over three years. His wonderfully entertaining tale features close calls with pirates off Gibraltar, breakfasting on flying fish in the Pacific, and visiting with explorer Henry Stanley in South Africa .

Black Jacks: African American Seamen in the Age of Sail , by W. Jeffrey Bolster, 1997. Black seafaring wasn’t limited to the horrific Middle Passage . During the 18th and 19th centuries, thousands of Black sailors went to sea aboard whalers, warships, and clippers in pursuit of liberty and economic opportunity. They played a pivotal role in creating a new African-American identity, carrying news and information to Black communities ashore and even helping smuggle enslaved people to freedom—such as Frederick Douglass , who escaped from slavery disguised as a sailor.

The Boat Who Wouldn’t Float , by Farley Mowat, 1969. “The five hundred and fifty mile voyage across the center of Newfoundland was a prolonged exercise in masochism,” the Canadian author and naturalist writes in his hilarious account of his travails aboard the Happy Adventure . Beset by constant leaks, a cantankerous engine, and repeated sinkings, Mowat and his ornery wooden sailboat had a riotous time roaming the foggy shores of Newfoundland and the Maritimes in the 1960s.

( Related: 10 books that will take you on real-life adventures .)

The Curve of Time , by M. Wylie Blanchet, 1961. After being widowed, Blanchet turned to the sea, cruising with her five children on long summer sojourns in the 1920s and ’30s along the coast of British Columbia . A pioneer of family travel , Blanchet recalls in lyrical writing the beauty of the unspoiled Pacific Northwest and teaching her children the wonders of the natural world.

Maiden Voyage , by Tania Aebi, 1989. In 1985, Aebi’s father offered the 18-year-old a choice: go to college or sail a 26-foot boat around the world. She chose the boat. From surviving a terrifying collision with a tanker in the Mediterranean to braving a lightning storm off the coast of Gibraltar, her compelling memoir charts her two-and-half-year journey on Varuna as a young woman braving the sea alone with only her cat as companion.

The Last Grain Race , by Eric Newby, 1956. Windjammers once raced to carry grain from Australia to Europe the fastest, and Newby apprenticed aboard Moshulu during the final contest in 1939. Recounting his circumnavigation between Ireland and Australia, Newby captures the last era of big sailing ships.

Swell: Sailing the Pacific in Search of Surf and Self , by Liz Clark, 2018. Reading Aebi’s Maiden Voyage sparked Clark’s own dream to sail the world. Nominated for National Geographic Adventurer of the Year in 2015, Clark has captained her 40-foot sailboat throughout the Pacific for more than a decade. Her memoir weaves together life at sea, her love of the Earth, and her eternal quest for great surf.

Adrift: 76 Days Lost at Sea , by Steven Callahan, 1986. In 1982, several months after starting his voyage off the coast of Rhode Island, Callahan faced every sailor’s worst nightmare: His boat abruptly took on water and sank, leaving him stranded on a five-foot inflatable raft in the middle of the Atlantic. For the next 76 days, Callahan survived terrifying storms, shark attacks, and lack of food and fresh water while drifting 1,800 miles to the Caribbean .

The Cruise of the Snark , by Jack London, 1911. After reading Slocum’s book, The Call of the Wild author was determined to make his own grand voyage. London designed his dream boat, a 55-foot wooden ketch, and departed San Francisco in 1907 with his wife, Charmian, and a woefully inexperienced crew. On their travels through the South Pacific, London taught himself celestial navigation and learned how to surf in Hawaii before ending his trip in the Solomon Islands.

Taking on the World , by Ellen MacArthur, 2002. British sailor MacArthur holds the record for the fastest solo sail by a woman across the Atlantic and has circled the planet in record-breaking time. Her autobiography describes her extraordinary second-place finish (at the age of 24) in the world’s hardest single-handed yacht race, the Vendée Globe, where she faced frigid wind conditions, mountainous waves, and leaden skies in the Atlantic and Southern Oceans.

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Christopher Columbus

By: History.com Editors

Updated: August 11, 2023 | Original: November 9, 2009

The explorer Christopher Columbus made four trips across the Atlantic Ocean from Spain: in 1492, 1493, 1498 and 1502. He was determined to find a direct water route west from Europe to Asia, but he never did. Instead, he stumbled upon the Americas. Though he did not “discover” the so-called New World—millions of people already lived there—his journeys marked the beginning of centuries of exploration and colonization of North and South America.

Christopher Columbus and the Age of Discovery

During the 15th and 16th centuries, leaders of several European nations sponsored expeditions abroad in the hope that explorers would find great wealth and vast undiscovered lands. The Portuguese were the earliest participants in this “ Age of Discovery ,” also known as “ Age of Exploration .”

Starting in about 1420, small Portuguese ships known as caravels zipped along the African coast, carrying spices, gold and other goods as well as enslaved people from Asia and Africa to Europe.

Did you know? Christopher Columbus was not the first person to propose that a person could reach Asia by sailing west from Europe. In fact, scholars argue that the idea is almost as old as the idea that the Earth is round. (That is, it dates back to early Rome.)

Other European nations, particularly Spain, were eager to share in the seemingly limitless riches of the “Far East.” By the end of the 15th century, Spain’s “ Reconquista ”—the expulsion of Jews and Muslims out of the kingdom after centuries of war—was complete, and the nation turned its attention to exploration and conquest in other areas of the world.

Early Life and Nationality 

Christopher Columbus, the son of a wool merchant, is believed to have been born in Genoa, Italy, in 1451. When he was still a teenager, he got a job on a merchant ship. He remained at sea until 1476, when pirates attacked his ship as it sailed north along the Portuguese coast.

The boat sank, but the young Columbus floated to shore on a scrap of wood and made his way to Lisbon, where he eventually studied mathematics, astronomy, cartography and navigation. He also began to hatch the plan that would change the world forever.

Christopher Columbus' First Voyage

At the end of the 15th century, it was nearly impossible to reach Asia from Europe by land. The route was long and arduous, and encounters with hostile armies were difficult to avoid. Portuguese explorers solved this problem by taking to the sea: They sailed south along the West African coast and around the Cape of Good Hope.

But Columbus had a different idea: Why not sail west across the Atlantic instead of around the massive African continent? The young navigator’s logic was sound, but his math was faulty. He argued (incorrectly) that the circumference of the Earth was much smaller than his contemporaries believed it was; accordingly, he believed that the journey by boat from Europe to Asia should be not only possible, but comparatively easy via an as-yet undiscovered Northwest Passage . 

He presented his plan to officials in Portugal and England, but it was not until 1492 that he found a sympathetic audience: the Spanish monarchs Ferdinand of Aragon and Isabella of Castile .

Columbus wanted fame and fortune. Ferdinand and Isabella wanted the same, along with the opportunity to export Catholicism to lands across the globe. (Columbus, a devout Catholic, was equally enthusiastic about this possibility.)

Columbus’ contract with the Spanish rulers promised that he could keep 10 percent of whatever riches he found, along with a noble title and the governorship of any lands he should encounter.

Where Did Columbus' Ships, Niña, Pinta and Santa Maria, Land?

On August 3, 1492, Columbus and his crew set sail from Spain in three ships: the Niña , the Pinta and the Santa Maria . On October 12, the ships made landfall—not in the East Indies, as Columbus assumed, but on one of the Bahamian islands, likely San Salvador.

For months, Columbus sailed from island to island in what we now know as the Caribbean, looking for the “pearls, precious stones, gold, silver, spices, and other objects and merchandise whatsoever” that he had promised to his Spanish patrons, but he did not find much. In January 1493, leaving several dozen men behind in a makeshift settlement on Hispaniola (present-day Haiti and the Dominican Republic), he left for Spain.

He kept a detailed diary during his first voyage. Christopher Columbus’s journal was written between August 3, 1492, and November 6, 1492 and mentions everything from the wildlife he encountered, like dolphins and birds, to the weather to the moods of his crew. More troublingly, it also recorded his initial impressions of the local people and his argument for why they should be enslaved.

“They… brought us parrots and balls of cotton and spears and many other things, which they exchanged for the glass beads and hawks’ bells," he wrote. "They willingly traded everything they owned… They were well-built, with good bodies and handsome features… They do not bear arms, and do not know them, for I showed them a sword, they took it by the edge and cut themselves out of ignorance. They have no iron… They would make fine servants… With fifty men we could subjugate them all and make them do whatever we want.”

Columbus gifted the journal to Isabella upon his return.

Christopher Columbus's Later Voyages

About six months later, in September 1493, Columbus returned to the Americas. He found the Hispaniola settlement destroyed and left his brothers Bartolomeo and Diego Columbus behind to rebuild, along with part of his ships’ crew and hundreds of enslaved indigenous people.

Then he headed west to continue his mostly fruitless search for gold and other goods. His group now included a large number of indigenous people the Europeans had enslaved. In lieu of the material riches he had promised the Spanish monarchs, he sent some 500 enslaved people to Queen Isabella. The queen was horrified—she believed that any people Columbus “discovered” were Spanish subjects who could not be enslaved—and she promptly and sternly returned the explorer’s gift.

In May 1498, Columbus sailed west across the Atlantic for the third time. He visited Trinidad and the South American mainland before returning to the ill-fated Hispaniola settlement, where the colonists had staged a bloody revolt against the Columbus brothers’ mismanagement and brutality. Conditions were so bad that Spanish authorities had to send a new governor to take over.

Meanwhile, the native Taino population, forced to search for gold and to work on plantations, was decimated (within 60 years after Columbus landed, only a few hundred of what may have been 250,000 Taino were left on their island). Christopher Columbus was arrested and returned to Spain in chains.

In 1502, cleared of the most serious charges but stripped of his noble titles, the aging Columbus persuaded the Spanish crown to pay for one last trip across the Atlantic. This time, Columbus made it all the way to Panama—just miles from the Pacific Ocean—where he had to abandon two of his four ships after damage from storms and hostile natives. Empty-handed, the explorer returned to Spain, where he died in 1506.

Legacy of Christopher Columbus

Christopher Columbus did not “discover” the Americas, nor was he even the first European to visit the “New World.” (Viking explorer Leif Erikson had sailed to Greenland and Newfoundland in the 11th century.)

However, his journey kicked off centuries of exploration and exploitation on the American continents. The Columbian Exchange transferred people, animals, food and disease across cultures. Old World wheat became an American food staple. African coffee and Asian sugar cane became cash crops for Latin America, while American foods like corn, tomatoes and potatoes were introduced into European diets. 

Today, Columbus has a controversial legacy —he is remembered as a daring and path-breaking explorer who transformed the New World, yet his actions also unleashed changes that would eventually devastate the native populations he and his fellow explorers encountered.

HISTORY Vault: Columbus the Lost Voyage

Ten years after his 1492 voyage, Columbus, awaiting the gallows on criminal charges in a Caribbean prison, plotted a treacherous final voyage to restore his reputation.

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The Ages of Exploration

Age of discovery.

Quick Facts:

Chinese explorer who commanded several treasure fleets – Chinese ships that explored and traded across Asia and Africa. His expeditions greatly expanded China’s trade.

Name : Zheng He [jung] [ha]

Birth/Death : 1371 - 1433

Nationality : Chinese

Birthplace : China

Zheng He Statue

General Zheng He - statue in Sam Po Kong temple, Semarang, Indonesia. (Credit: en.wiki 22Kartika)

Introduction Zheng He was a Chinese explorer who lead seven great voyages on behalf of the Chinese emperor. These voyages traveled through the South China Sea, Indian Ocean, Arabian Sea, Red Sea, and along the east coast of Africa. His seven total voyages were diplomatic, military, and trading ventures, and lasted from 1405 – 1433. However, most historians agree their main purpose was to promote the glory of Ming dynasty China. 1

Biography Early Life Zheng He was born to a noble family in 1371 in the Yunnan Province of China. His father was named Haji Ma, and his mother’s maiden name was “Wen”. Ma He had one older brother, and four sisters. 2 His family was Muslim, so when he was born, he was originally named “Ma He.” Ma is the Chinese version of Mohammed, who was the great prophet of the Islamic faith. 3 His father and grandfather were highly respected in their community. Young Ma He was educated as a child, often reading books from great scholars such as Confucius and Mencius. 4 Ma He was curious about the world from a young age. In Islam, Muslim believers are supposed to make a pilgrimage, called a hajj in Arabic, to the Muslim holy city of Mecca (in present day Saudi Arabia). Ma He’s father and grandfather had both made this hajj, so Ma He often them questions of their journey, along with the people and places they encountered. In 1381, when Ma He was about 11 years old, Yunnan was attacked and conquered by soldiers from the Ming army, who were under the rule of Emperor Hong Wu. Ma He, like many children, were taken captive and brought to serve as a eunuch in the Ming Court.

While serving in the royal court, the Emperor had noticed that Ma He was a hardworking boy. Ma He received military training, and soon became a trusted assistant and adviser to the emperor. He also served as a bodyguard protecting the prince Zhu Di during many battles against the Mongols. Shortly after, Zhu Di became emperor of the Ming Dynasty. Having served in the court for many years, Ma He was eventually promoted to Grand Eunuch.This was the highest rank a eunuch could be promoted to. Because of his new and higher position, the Emperor gave Ma He the new name “Zheng” He. 5 With his new title came additional duties Zheng He would be responsible for. He would be in charge of palace construction and repairs, learned more about weapons, and became more knowledgeable in ship construction. 6 His understanding of ships would become very important to his future. In 1403, Zhu Di, ordered the construction of the Treasure Fleet – a fleet of trading ships, warships and support vessels. This fleet was to travel across the South China Sea and Indian Ocean areas. The Emperor chose Zheng He to command this fleet. He would be the official ambassador of the imperial court to foreign countries. This would begin Zheng He’s maritime career, and some of the most impressive exploration journeys in history.

Voyages Principal Voyage Zheng He’s first voyage (1405-1407) began in July 1405. They set sail from Liujiagan Port in Taicang of Jiangsu Province and headed westward. The fleet had about 208 vessels total, including 62 Treasure Ships, and more than 27,800 crewman. 7 They traveled to present day Vietnam. Here, they met with the king and presented him with gifts. The King was pleased with Zheng He and the emperor’s kind gesture, and the visit was a friendly one. After leaving, the fleet traveled to Java, Sumatra; Malacca (the Spice Islands); crossed the Indian Ocean and sailed west to Cochin and Calicut, India. The many stops included trading of spices and other goods, plus visiting royal courts and building relations on behalf of the Chinese emperor. He also saw several new animals, which he told the emperor about upon his return. Zheng He’s first voyage ended when he returned to China in 1407.

Zheng He’s second (1408-1409) and third (1409-1411) voyages followed a similar route to his first. Once again he stopped in places like Java, Sumatra; and visited ports on the coast of Siam (today called Thailand) and the Malay Peninsula. 8 Zheng He’s fourth voyage (1413-1415) would be his most impressive yet. The Chinese Emperor really wanted to display the wealth and power China had to offer. With 63 large ships, and a crew of over 27,000 men, Zheng He set sail. Once more he sailed to the Malay Peninsula, to Sri Lanka, and on to Calicut in India. Instead of staying at Calicut as he had on previous voyages, Zheng He and his fleet also sailed to the Maldive and Laccadive Islands to the Hormuz on the Persian Gulf. 9 Along the way, they traded goods like silk and spices with rulers of other countries. He returned to Nanjing in 1415. He also brought back with him several envoys or representatives of various countries for the emperor to meet with and learn from.

Subsequent Voyages By 1417, the Yongle Emperor ordered Zheng He to return the envoys home. Once more back on the seas, Zheng He and his large fleet set sail for his fifth expedition (1417-1419). He stopped in many of the same places, including Java, Sumatra, and also brought letters and riches to the different rulers Zheng He met. On this trip, Zheng He sailed into new waters, to the Somali coast and down to Kenya, both in Africa. He returned back to China in 1419. Zheng He’s sixth voyage (1421-1422) was his shortest of them all. He was authorized to return the remaining envoy’s to their home countries. Not only did he revist many of the ports he’d been to many times, but also went back to the Mogadishu region of Somalia. He also visited Thailand, before making his way back to China in September 1422. By the time he returned, the emperor had died. The new emperor suspended all expeditions. Zheng He remained in the royal court working for the new emperor, helping with the construction of a large temple. But would be almost another 10 years before Zheng He went on his seventh and final voyage.

Later Years and Death It was not until 1431 that Zheng He found himself in command of the large Treasure Fleet for his seventh voyage (1431-1433). They sailed to Java, Sumatra and several other Asian ports before arriving in Calicut, India. During this trip, Zheng He temporarily split from the fleet and made his hajj to the Muslim holy city of Mecca. 10 At some point, Zheng He fell ill, and died in 1433. It is not known whether or not he made it back to China, or died on his final great voyage.

Legacy Zheng He’s voyages to western oceans expanded China’s political influence in the world. He was able to expand new, friendly ties with other nations, while developing relations between the east-west trade opportunities. Unfortunately, the official imperial records of his voyages were destroyed. The exact purpose of his voyages, the routes taken, and the size of his fleets are heavily debated because of their unique nature. 11 Nonetheless, his leadership and principles have remained known over the centuries in Chinese history. July 11 is celebrated as China’s National Maritime Day commemorating his first voyage.

• Leo Suryadinata, ed., Admiral Zheng He & Southeast China (Pasir Panjang, Singapore: Institute of Southeast Asian Studies, 2005), 44.
• Hum Sin Hoon, Zheng He’s Art of Collaboration: Understanding the Legendary Chinese Admiral from a Management Perspective (Pasir Panjang, Singapore: ISEAS Publishing, 2012), 6.
• Hoon, Zheng He’s Art of Collaboration, 6.
• Hoon, Zheng He’s Art of Collaboration, 7.
• Information Office of the People’s Government of Fujian Province, Zheng He’s Voyages Down the Western Seas (China: China Intercontinental Press, 2005), 8.
• Shih-shan Henry Tsai, The Eunuchs in the Ming Dynasty (Albany: State University of New York Press, 1996), 157.
• Information Office of the People’s Government of Fujian Province, Zheng He’s Voyages Down the Western Seas, 22.
• Brian Fagan, Beyond the Blue Horizon: How the Earliest Mariners Unlocked the Secrets of the Oceans (New York: Bloomsbury Press, 2012), 157.
• Fagan, Beyond the Blue Horizon, 158.
• Fagan, Beyond the Blue Horizon, 162.
• Richard E. Bohlander, ed., World Explorers and Discoverers (New York: MacMillan Publishing Company, 1992), 466.

Bibliography

Bohlander, Richard E., ed. World Explorers and Discoverers. New York: MacMillan Publishing Company, 1992.

Fagan, Brian. Beyond the Blue Horizon: How the Earliest Mariners Unlocked the Secrets of the Oceans. New York: Bloomsbury Press, 2012.

Hoon, Hum Sin. Zheng He’s Art of Collaboration: Understanding the Legendary Chinese Admiral from a Management Perspective. Pasir Panjang, Singapore: ISEAS Publishing, 2012.

Information Office of the People’s Government of Fujian Province, Zheng He’s Voyages Down the Western Seas. China: China Intercontinental Press, 2005.

Suryadinata, Leo ed. Admiral Zheng He & Southeast China. Pasir Panjang, Singapore: Institute of Southeast Asian Studies, 2005.

Tsai, Shih-shan Henry. The Eunuchs in the Ming Dynasty. Albany: State University of New York Press, 1996.

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Ancient Mariners: Transoceanic Voyages Before the Europeans

• Read Later  

The idea that humans have been completing transoceanic voyages - traveling the earth via our oceans - before Europeans set sail is, in many people's eyes, an accepted conclusion. Yet it is still debated , resisted, and rejected in many academic circles.

We have seen the work of Hapgood, who theorized a pre-ice age tradition of world mapping which involved an advanced, unknown sea-faring civilization who possessed astonishing abilities. Hapgood based these claims on decades of research into ancient map fragments; the most famous of which, the “Piri Reis” map dating to the 15th century, is believed by him and his team to show the Princess Martha Coast of Queen Maud Land Antarctica and the Palmer Peninsula.

Map of the world by Ottoman admiral Piri Reis, drawn in 1513 but allegedly based on much older maps. ( Public Domain )

Astonishing in itself, the fact that the fragment also appears to show the coastline free of ice is downright spectacular considering, according to research presented by Hapgood, the last time it was ice free was over 6,000 years ago (Hapgood, 1966, P. 93-98). Thus, when we consider an oceanic link say, between South America and the Pacific Islands, it should not be too hard to fathom.

In the realm of physical testing, a famous 1947 expedition saw Norwegian adventurer and ethnographer Thor Heyerdahl set off from Peru to French Polynesia in nothing more than a raft designed and constructed using local materials and techniques.

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The Kon-Tiki Expedition Across the Pacific Ocean by balsa wood raft (1947). (cesar harada/ CC BY NC SA 2.0 )

Yes, Heyerdahl’s journey was a crazy one. Having based most hopes of survival on descriptions of traditional ancient crafts from the indigenous people, the intrepid sea-going adventurer and his five man crew were aiming to prove that trans-oceanic voyages from South America to the Pacific Islands was possible and, after 101 days in treacherous Pacific currents, sailing over 8,000 kilometers (5,000 miles) through barren stretches of nothing but water for as far as the eye can see, the washed-out crew finally broke land in the Tuamotus archipelago in French Polynesia, proving once and for all this trans-Pacific travel was indeed possible.

Heyerdahl’s journey was undisputable. The fact that his boat was constructed in the most basic manner possible simply adds to the notion that even at its most simple form, the notion of trans-oceanic voyage should not be dismissed.

Heyerdahl’s theories on how the people of the Pacific Islands arrived via migration from South America, however, was disputed. Nevertheless, this was in the mid-20th Century and, as of 2014, the U.K’s Independent reported findings that may add support to some of Heyerdahl’s long-put down theory. The discovery of two ancient skulls in Brazil, specifically linked to the indigenous Botocudo peoples, provided the opportunity for genetic testing to be carried out by the Natural History Museum of Denmark; and the results, published in a peer-reviewed journal, suggest the skulls’ “ genomic ancestry is Polynesian , with no detectable Native American component” (Malaspinas, A. S. et al., 2014).

While the possibility that the genetic make-up of skulls was due to “mediated European transport,” the true age of the genetic lineage remains unclear. I believe this may in fact hint to what Heyerdahl had claimed all those decades before - a pre-European expansion across the Pacific.

On the Trail of Early Trans-Pacific Voyagers

If we were to ask: who could have been sailing at this distant time? - evidence like the “Gwion Gwion” rock art of the Kimberley region , located in the isolated western side of Australia, certainly depicts indigenous people using small boats to pass over open stretches of water. Heyerdahl showed that in this manner they could undergo long-distances.

“Gwion Gwion” rock art depicting a boat, Kimberley, Australia. ( Classconections )

This still does not explain the advanced map fragments. Accurate enough to be better than almost all “modern” maps pre-1900, we see no real evidence for writing-based systems in most of these subsistence-living style cultures who utilized small, human-powered boats. These ancient maps required expertise in the skills of geometry, geography, and a system to efficiently log all of this information.

The skills needed to create these maps must have come from somewhere, but where?

In my previous article, I discussed the fleeting possibility that the Acropolis' initial habitation and construction phases were actually the result of an ancient sea-faring culture, one that many contemporary independent researchers have been on the trail of for years, one who was not only at the heart of the archaic Greek's civilizations during their "golden age", but at the hearts of civilizations across the world - linking North Africa from Egypt to the Anatolian plains through Gobekli Tepe, out through Eurasia by way of Siberia into Europe, and far beyond.

Coincidentally, early 19th century travelers like the English-born doctor and ethnographer Edward Shortland recorded many of the Polynesian and Pacific Island foundation myths (specifically those from New Zealand and Cook Islands Māori population , the Tuamotu archipelago, and Marquesan in French Polynesia) and the locals all tell of how their own sea-faring cultures were created with the help of a first man: “Tiki”. One local told how:

“Tiki taught laws to regulate work, slaying, man-eating: from him men first learnt to observe laws for this thing, and for that thing, the rites to be used for the dead… and other invocations very numerous.” (Shortland, 1882, P. 2)

French Polynesia Tahiti Carved Stone Tiki Statue . ( Tom Nast /Adobe Stock)

While the name changes somewhat, the figures description remains similar whatever island you end up on. Being symbolically connected to the water, Tiki is in the same vein as Oannes in the Middle East, Manu in the Indian subcontinent, Osiris and his followers in North Africa and Quetzalcoatl and Viracocha in the Americas, and the list could keep going on.

It is certainly curious that during the aforementioned Danish study, further testing of over 27 native Rapanui (Easter Islanders) DNA had concluded the genomes were on average about eight percent Native American, suggesting at one time the Rapanui and Native American people had been close in contact.

Again, it is hard to know whether this genetic link was pre or post-European voyage, but maybe certain stone figures from the Pacific Islands - aside from the now world-renowned Easter Island heads - smaller, lesser known sculptures, may hold a clue to where this connection spread from.

The now world-famous, gigantic Easter Island “Moai” heads - most are accompanied with even larger bodies buried under the ground. ( Public Domain )

Stories Set in Stone

Many countries situated around the Pacific Ocean seem to draw parallels with one another, suggesting at one time there was at least one common connection between these amazing yet still so unknown settlements. This can also be seen throughout ancient sculpture.

The meaning behind the “dogu” is still unclear, but it is known that these mysterious Neolithic stone figurines appeared during the Jomon Period within ancient Japan, a strange and undoubtedly unknown time, starting around 14,500 BC and ending close to 1000 BC. The level of detail found in some dogu suggests an exceptional skill of craftsmanship - some are even completely hollow but still able to stand freely on their own.

Theories range on their purpose. The Japanese Times reports how some researchers believe artifacts such as these were designed as “play toys”... the prevalent theory before this was that they were simply ritualistic offerings. Dr. Kaner, an archaeologist specializing in prehistoric Japan from the Sainsbury Institute for the Study of Japanese Arts and Cultures believes “there is scope for both ‘everyday’ figures and objects of veneration within the dogu tradition.”

Dogū (clay figure), Jomon period, 7000-400 BC, Tokyo National Museum. ( CC0 )

The truth is, nobody really knows what these artifacts were used or designed for. Many researchers tend to believe they often represent real historical figures, used to venerate people whom the local population looked up to. This certainly makes sense. From the Egyptians to the Romans, and even in our modern times, we seem to have a penchant for creating large stone sculptures of historical figures we want to idolize.

We know that to be the case with the civilizing figure Tiki, who was traditionally immortalized through stone sculptures found throughout the numerous Polynesian and Pacific islands, thought to have originally represented this civilizing figure himself. In fact, some Polynesian depictions of the founding hero Tiki draw eerily similar senses of artistry to the mysterious dogu figures of prehistoric Japan.

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Pacific Passageways and Tiki

When compared side-by-side, there seems to be an, albeit small, stylized similarity between the “goggle-eyed” dogu from Kamegaoka, the Tōhoku region of northern Japan, and a variation of Tiki of the Polynesian islands.

Most intriguing, the large round, almost oval eyes, both feature horizontal lines separating the center – which is not typical for human eyes  - and the fact it appears on both is interesting. Also, while not shown in the given example, many Tikis also featured geometric patterns, as seen on the body of the dogu.

A side-by-side comparison of two sculptures, separated by vast expanses of turbulent ocean. To the right, the “goggle-eyed” dogu from Kamegaoka, late Jomon period (1,000- 400 BC) ( CC BY SA 4.0 ) and to the left, a Tiki sculpture found in the Marquesas Islands, French Polynesia ( Public Domain ).

Admittedly, the similarity is small. But given everything else we know about newly understood migration patterns and advanced ancient mapping, I decided to pursue it further. Could exploring the history of the Tiki help provide some clarity?

I contacted an Oceanic Art specialist and, while I’ll omit his name, I can say that he works for a very prestigious and long-lasting antique auction house and dealership business. Among a multitude of interesting things, he pointed out that there is a considerable “...lack of historical material documenting the precise provenance” regarding these (Tiki) sculptures.”

“Most of these objects have been collected randomly… without any written documentation [and] arrived in Europe in the late XIXth century” he went on to tell me, ending his correspondence by making clear that we should “not exclude them from being older than from this time.” Thus, just like the dogu, we are left rather unsure as to where, when, or why these Tiki sculptures appeared in the Pacific Islands.

Could there have been some sort of oceanic connection between Japan and Polynesia that spread this style? Could it have come from one single, ancient source?

A 2012 study of edge-ground axe heads in Japan, dating to 38,000 - 32,000 years ago (Takashi, 2012, Pp. 70-78) certainly highlights the fact that, due to the heads being created from obsidian, a material only found on the island of Hokkaido , the earliest humans in Japan would have enjoyed access to sea-faring crafts which allowed them to process this sought-after material.

An Ainu man, one of Hokkaido's indigenous people. ( Public Domain )

The distances would have started small but, according to archaeologists Glascock and Kuzmin, they eventually rose to over 1000 kilometers (621.37 miles) during the Upper Paleolithic (around 50,000-10,000 years ago) (2007, Pp. 99-120).

While this is not conclusive proof that Japanese islanders were in contact with South Pacific populations or vice versa, the possibility of some form of prehistoric connection should not be readily dismissed.

Further Afield

The intrigue continues when we learn that this superficial artistic link does not just stop with these Pacific cultures. I have also noticed a similarity between various dogu sculptures and figures found in the Lepenski-Vir archaeological site. This is located all the way to the west, a journey of, as the crow flies, over 8,000 km (4970.97 miles) in modern day Serbia.

From Ph.D. research in the Department of Archaeology within the University of Cambridge, Dr. Borić claims the Serbian site dates back to 8,200 BC (2002, p.1030) and the so called “Progenetrix” sculpture is from the 7,000 BC strata  - well within the Jomon time period.

Obvious similarities arise:

-        The facial expressions - notably exhibiting a look akin to “shock” or “surprise.”

-        The small, circular, ringed eyes, both seeming to be deliberately depicted looking up.

-        The rounded, triangular shape of the face.

-        The geometric-style pattern engraved around the body.

-        The position of the hands - seeming to curl inwards, resting on the torso.

With the notion that the Japanese Jomon period lasted for close to 14,000 years, the possibility that they were in contact with areas as far out as Polynesia or Serbia does not seem too crazy.

Considering nothing is really discussed about this in the local records, this also opens up the possibility that they were in fact not the originators of this connection, but simply part of the instance of locals being contacted by other civilizations, yet unknown, who also traveled west across Eurasia, eventually to Serbia during the Lepenski-Vir period, and also south-east by means of oceanic voyage down to the Pacific Islands.

The Lepenski-Vir “Progenetrix” figure to the left ( CC BY SA 4.0 ) and its dogu counterpart to the right. ( Public Domain )

Questions Remaining about Early Transoceanic Voyages

Seeing as it’s almost a given that ancient civilizations were traveling the world, via our oceans, long before the uncompromising waves of Europeans broke over the distant shores, this leaves the question very much open for when the earliest examples of sea-exploration were.

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What does this mean for the origins of advanced sea faring civilizations?

Who could have been at the genesis of this oceanic expansion?

I find the question of whether these ancient maps really did find themselves beginning with someone who was staring at the Antarctic coast , ice-free, armed with the tools and knowledge necessary to illustrate precise maps of what lay in front of them, many thousands of years ago, highly compelling.

Were these the same people who then proceeded to systematically visit and embed themselves among emerging ancient cultures all over the world?

The only way to find out is to keep searching for answers - some will be a lot deeper than others.

Top Image: Representation of an ancient transoceanic voyage. Source: pawopa3336 /Adobe Stock

By Freddie Levy

Anderson, A., Chappell, J., Gagan, M., & Grove, R. 2006. Prehistoric maritime migration in the Pacific islands: an hypothesis of ENSO forcing in The Holocene . 16 (1), P. 1. [Accessed: https://doi.org/10.1191/0959683606hl901ft ]

Barnes, S.S. et al. 2006. Ancient DNA of the Pacific rat (Rattus exulans) from Rapa Nui (Easter Island) in Journal of Archaeological Science . [online]. 33 (11). Pp. 1536–1540

BBC. September 21, 2018. Prehistoric art hints at lost Indian civilisation. [Accessed: https://www.bbc.co.uk/news]

Borić, D. 2002. The Lepenski Vir conundrum: Reinterpretation of the Mesolithic and Neolithic sequences in the Danube Gorges in Antiquity . 76 (294), Pp. 1026-1039. [Accessed: http://orca.cf.ac.uk/39454/1/Antiquity-2002.pdf ]

Clarkson, C et. al. 19 July 2017. Human occupation of northern Australia by 65,000 years ago in Nature . 547 (7663): 306–310. [Accessed: https://digital.library.adelaide.edu.au/]

Connor, S. October 23, 2014. New discoveries show more contact between far-flung prehistoric humans than first thought in The Independent [online]. [Accessed: here ]

Cotterell, M. 2003. The Lost Tomb of Viracocha: Unlocking the Secrets of the Peruvian Pyramids . New York: Simon and Schuster.

Glascock, M. D. Kuzmin, Y. V. 2007. Two Islands in the Ocean: Prehistoric Obsidian Exchange between Sakhalin and Hokkaido, Northeast Asia in The Journal of Island and Coastal Archaeology . 2.1. Pp. 99-120.

Hancock, G. 2015. Magicians of the Gods. United Kingdom: Coronet.

Hapgood, C. H. Maps of the Ancient Sea Kings . Philadelphia and New York: Chilton Books,  1966, P. 243.

James, V. October, 2009. The dogu have something to tell us in The Japanese Times . [Accessed: https://www.japantimes.co.jp/culture/2009/10/02/arts/the-dogu-have-something-to-tell-us/#.XlTD8JNKjOR ]

Malaspinas, A. S. et al., November 3, 2014. Two ancient human genomes reveal Polynesian ancestry among the indigenous Botocudos of Brazil in Current Biology 24/21, Pp. R1035-R1037

Matisoo-Smith, E. Robins, J. H. June, 2004. Origins and dispersals of Pacific peoples: Evidence from mtDNA phylogenies of the Pacific rat in Proceedings of the National Academy of Sciences , 101 (24) Pp. 9167-9172. (DOI: 10.1073/pnas.0403120101)

Schmidt, G. A., Frank, A. 2018. The Silurian Hypothesis: Would It Be Possible to Detect an Industrial Civilization in the Geological Record? in International Journal of Astrobiology . 18.2: 142–150. [Accessed: https://arxiv.org/abs/1804.03748]

Shortland, E. 1882. Maori Religion and Mythology. Longman, Green: London.

Takashi, T. January, 2012. MIS3 edge-ground axes and the arrival of the first Homo sapiens in the Japanese archipelago in Quaternary International , 248 , Pp. 70-78.

van den Hoven, S. 2019. The vedic relations of early religion in India and Europe . [Accessed: https://www.academia.edu ]

Great suggestion Sigerico!

I've briefly looked through the book before (admittedly it's very dense so was more of a skim) - Higgins' theories were definetely out of the norm for his time, and whilst he is very heavy on the religion-side of analysis, I do find his theory on ancient Chinese and Indian expansion to explain common demoninators in culture and religion compelling.

I tend to lean away from Higgins' view that the similarities in various religious figures is based around the zodiac constellations and that "God" is the sun alone, and I move more towards the theory that these religious characters were based on actual figures who were only immortalised due to their extreme knowledge, albeit it with certain symbology encoded throughout the myth and religion as well.

Your right about navigating without sight of land. Whether by learned esoteric knowledge on how to read and navigate by the stars, to unknown or yet not fully understood technology (take the Antikythera mechanism for example), ancient people could for sure navigate accurately over extreme distances.

Interesting that you think the site of "Atlantis" (basically a lost ancient sea-faring culture mentioned famously by Plato) is in Indonesia. What leads you to those conclusions? I subscribe to Randal Carlson's theory that the ancient sea-faring culture was actually located within the Azores archipelago, off the coast of Portugal. I am always open to other interpretations... Thanks for the comment!

you should read old books like Anacalypsis by Godfrey Higgins, published in 1840. he goes into these transoceanic voyages in ice age times. there was ship traffic across the Indian Ocean in Roman times and earlier. ocean going wooden ships are built to the same design to this day in Kerala.

they were perfectly capable of navigating out of sight of land. that's why there are pyramid cultures all around the world. they were all built by the same people.

the whole world probably had a common culture and language, either Sanskrit or something similar.

Atlantis may have been the origin, most likely on the equator in Indonesia. the Java Sea is only 50 metres deep, so with sea levels being 200 metres lower during the last ice age vast areas of land would have been exposed.

After obtaining a BA Honours in Classics from the University of Leeds, and a PGDE from University College London, a flexible schedule as a Design and Technology teacher has led me to spend long periods of time living abroad. I... Read More

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Shipboard: the 19th century emigrant experience

Life on board.

Most passengers experienced cramped conditions when travelling on 19th century emigrant ships. All were required to provide suffient clothing, utensils, and bedding for the long sea voyage and even cabin class passengers were required to outfit their own berths for the voyage.

Clothing and supplies needed during the voyage were stored in a canvas bag, while the remainder was packed into trunks and stowed in the ship's hold. Depending on the ship, and the weather, passengers may have had access to their trunks only once or twice during a voyage. In bad conditions, many emigrants were stuck in damp, dirty clothes and bedding for weeks at a time.

Handbooks were available to help emigrants prepare for the voyage with advice about what to expect on board. Publications like P. B. Chadfield’s  Out at sea; or the emigrant afloat (1863) provided information about the choice of ship, the best time to sail, the fitting up of a berth, outfit and extra provisions, rations and how to cook them, messes and dinners, what to take and how to take it, and social life on board ship.

Emmigrant guides suggested that a man should pack six shirts, three Guernsey or flannel shirts, six pairs of stockings, one pair of good stout shoes, one pair of good stout boots, one suit of warm outer clothing, one suit of light clothing and an extra pair of trousers, one light cap, and one warm cap, or southwester. An adult woman needed six chemises, six pairs of stockings, two flannel petticoats, two lighter petticoats, two pairs of good boots or shoes, one good warm cloak with hood, one hat or light bonnet for warm weather.

Passengers were divided into messes of between six to ten adults before boarding. Each mess would cook, eat and draw their rations together. Those in steerage, second and third class cabins were required to cook their own food. Meals could include rice pudding, sea pie, pea soup, and oatmeal porridge. Different classes of ticket dictated passengers’ rations. Those who could afford to would often bring extra jam, sugar, biscuits, eggs, cheese and ham.

William Tinsley describes a ‘fine dinner’, in his journal kept while on board the Cardigan Castle, of potatoes, pickles, preserved onions, potted meat, and pudding. Passengers often experienced difficulties cooking and eating during storms at sea, when a strong roll or high swell could throw everything off the table. William and Laurence Kennaway’s journal was so focused on food that it was published as ' Biscuit and Butter: a colonist’s shipboard fare '. It recorded not only the food eaten during the voyage but also passengers’ changing attitude to food the longer they were at sea: ‘ pork and other greasey sorts of food that used to be rejected as a matter of course are now finished up and the dishes leave the table empty... ’

Emigrants had to be out of bed by 7am, with all the children washed and dressed before breakfast at 8 am and then sent off to school. At 9 am the decks were cleaned and groups assigned to clean areas of the ship that didn’t belong to a particular mess.  Dinner was at 1 pm, tea at 6 pm and lights out at 8 pm. Government regulations determined the daily routine on board British emigrant ships as well as many private ships leaving English ports. Steerage passengers were required to clean their own berths (as were some second and third class passengers) and this was how most emigrants started their day. Regulations also dictated the timing of religious services and weekly musters for inspections by the Surgeon Superintendent, wash days and daily cleaning of the ‘coppers’.

Afternoons were usually free for emigrants to do as they liked. Depending on the weather, leisure time was spent sewing, reading or writing letters and diaries. In his ' Diary from London to Sydney 1882-1883 ', John Maffey recorded that (when not occupied by his medical duties) he was kept busy writing and editing the shipboard newspaper.

'... nothing of great importance occurred, the usual routine of eating, drinking, and sleeping – Reading, writing, talking, joking, & smoking, singing & playing, being the order of the day & night'   W. S. M., Our Voyage to Australia, DLMS 168

Emigrants were often restricted in their movement on board. Single men were usually berthed in the bow, married couples in the middle, and single women in the stern. First class passengers had exclusive use of the poop deck and entertained in their cabins or the saloon. Passengers with lower classes of ticket could enter this area by invitation only. Single women were closely supervised by the matron, who was responsible for their physical and moral wellbeing, and were kept physically separated (usually fenced off) from the rest of the passengers and sometimes locked down at night.

Story Contents

Introduction: The Literature, History and Culture of the Sea, 1600–Present

• First Online: 08 June 2016

Cite this chapter

• Charlotte Mathieson 2  

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The introduction takes as its focus the book’s subtitle, ‘Cultural Responses to the Sea’, and aims to understand the relationship between culture and the sea, and to define the concept of the ‘sea narrative’ that forms this volume’s core. It begins by situating the book’s unique study of sea narratives within the field of cultural histories of the sea, discussing processes of narration, the relationship between different cultural forms, and the idea of sea narrative that is posited in the subsequent chapters. It then considers the transcultural scope of the collection and explores how the contributions work within national and transnational contexts, and draws out transnational connections that emerge across the volume as a whole.

The sea has its paths too, though water refuses to take and hold marks […] Sea roads are dissolving paths whose passage leaves no trace beyond a wake, a brief turbulence astern. Robert Macfarlane (The Old Ways: A Journey on Foot (London: Penguin, 2013), p. 88)

The wakes of ships and canoes that have crossed it have left no permanent mark on its waters. But if we voyaged in a New 20,000 Leagues Under the Sea , looking up to the canopy of the sea’s surface above us and had a sort of time-exposure vision, we would find the tracks a closely woven tapestry of lines. Greg Dening (‘Performing on the Beaches of the Mind: An Essay’, History and Theory , 41:1 (2002): 1–24, p. 2)

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Philip E. Steinberg, ‘Foreword: On Thalassography’, in Jon Anderson and Kimberley Peters, eds, Water Worlds: Human Geographies of the Ocean (Farnham: Ashgate, 2014), pp. xiii–xvii, p. xvi.

Jon Anderson and Kimberley Peters, Water Worlds: Human Geographies of the Ocean ; Tricia Cusack, ed., Framing the Ocean, 1700 to the Present: Envisaging the Sea as Social Space (Farnham: Ashgate, 2014); Mike Brown and Barbara Humberstone, eds, Seascapes: Shaped by the Sea (Farnham: Ashgate, 2015); see also Philip E. Steinberg, The Social Construction of the Ocean (Cambridge: Cambridge University Press, 2001). On the cultural presence of the ocean, see Alain Corbin, The Lure of the Sea: The Discovery of the Seaside in the Western World, 1750–1840, trans. Jocelyn Phelps (Berkeley and Los Angeles: University of California Press, 1994); Barry Cunliffe, Facing the Ocean: The Atlantic and its Peoples, 8000 BC–AD 1500 (Oxford: Oxford University Press, 2001); Jerry H. Bentley, Renate Bridenthal and Kären Wigen, eds, Seascapes: Maritime Histories, Littoral Cultures, and Transoceanic Exchanges (Honolulu: University of Hawaii Press, 2007); David Abulafia, The Great Sea: A Human History of the Mediterranean (London: Penguin Allen Lane, 2011); John Mack, The Sea: A Cultural History (London: Reaktion, 2011); Bernhard Klein and Gesa Mackenthun, eds, Sea Changes: Historicizing the Ocean (New York: Routledge, 2004).

Kären Wigen, ‘Introduction: Oceans of History’, American Historical Review , 111:3 (2006): 717–21, p. 717.

Steinberg, The Social Construction of the Ocean , p. 10.

Philip E. Steinberg, ‘Mediterranean Metaphors: Travel, Translation and Oceanic Imaginaries in the “New Mediterraneans” of the Arctic Ocean, the Gulf of Mexico and the Caribbean’, in Anderson and Peters, Water Worlds , pp. 23–37, p. 23.

Cunliffe, Facing the Ocean . John R. Gillis’s The Human Shore: Seacoasts in History (Chicago: University of Chicago Press, 2012) undertakes similar work in the context of the coast, covering 100,000 years of seaside civilisation.

Mack, The Sea , p. 13. Likewise in David Abulafia’s The Great Sea: A Human History of the Mediterranean the interaction between human and physical geography is at the fore, focused through the Mediterranean.

Mack, The Sea , p. 89.

See David Lambert, Luciana Martins and Miles Ogborn, ‘Currents, Visions and Voyages: Historical Geographies of the Sea’, Journal of Historical Geography , 32:3 (2006): 479–93; this field-formative essay provides an indicative insight into the key developments and texts that have emerged in recent years.

On travel writing of the Pacific Ocean, see for example, Jonathan Lamb, Preserving the Self in the South Seas, 1680–1840 (Chicago: University of Chicago Press, 2001); Nicholas Thomas, In Oceania: Visions, Artifacts, Histories (London: Duke University Press, 1997); Paul Smethurst, Travel Writing and the Natural World, 1768–1840 (Basingstoke: Palgrave Macmillan, 2012). Sea and ocean voyages are also prominent in works such as Lizabeth Paravisini-Gebert and Ivette Romero-Cesareo, eds, Women at Sea: Travel Writing and the Margins of Caribbean Discourse (New York: Palgrave Macmillan, 2001); Innes M. Keighren, Charles W. J. Withers and Bill Bell, Travels into Print: Exploration, Writing, and Publishing with John Murray, 1773–1859 (Chicago: University of Chicago Press, 2015); Jas Elsner and Joan-Pau Rubiés, eds, Voyages and Visions: Toward a Cultural History of Travel (London: Reaktion, 1999); Tony Ballantyne, ed., Science, Empire and the European Exploration of the Pacific (Farnham: Ashgate, 2004); and Julia Kuehn and Paul Smethurst, eds, New Directions in Travel Writing Studies (Basingstoke: Palgrave Macmillan, 2015).

Margaret Cohen, The Novel and The Sea (Princeton: Princeton University Press, 2012); Philip Edwards, Sea-Mark: The Metaphorical Voyage, Spenser to Milton (Liverpool: Liverpool University Press, 1997). See also Robert Foulke, The Sea Voyage Narrative (Abingdon: Routledge, 2002); Philip Edwards, The Story of the Voyage: Sea-Narratives in Eighteenth-Century England (Cambridge: Cambridge University Press, 1994); John Peck, Maritime Fiction: Sailors and the Sea in British and American Novels, 1719–1917 (Basingstoke: Palgrave Macmillan, 2001); Bernhard Klein, ed., Fictions of the Sea: Critical Perspectives on the Ocean in British Literature and Culture (Farnham: Ashgate, 2002).

Cusack, Framing the Ocean , p. 16; Brady Hammond and Sean Redmond, ‘This is the Sea: Cinema at the Shoreline’, Continuum: A Journal of Media and Cultural Studies , 27:5 (2013): 601–2, p. 601. On artistic representations, see also Tricia Cusack, ed., Art and Identity at the Water’s Edge (Aldershot: Ashgate, 2012); Christiana Payne, Where the Sea Meets the Land: Artists on the Coast in Nineteenth-Century Britain (Bristol: Sansom and Co., 2007); Carl Thompson, ed., Shipwreck in Art and Literature: Images and Interpretations from Antiquity to the Present Day (New York: Routledge, 2013); Christine Riding and Richard Johns, Turner and the Sea (London: Thames and Hudson, 2013); and Geoff Quilley, Empire to Nation: Art, History and the Visualization of Maritime Britain 1768–1829 (New Haven: Yale University Press and Paul Mellon Centre for Studies in British Art, 2011). On film, see also other issues in the Continuum: A Journal of Media and Cultural Studies special issue on ‘Cinema at the Shoreline’ (27:5).

Mack, The Sea , p. 16; Steinberg, The Social Construction of the Ocean , p. 99; Corbin, The Lure of the Sea , Chap. 1.

Lewis Carroll, The Hunting of the Snark , ed. Martin Gardiner (London: Penguin, 1995), p. 56. On the ‘great void’ see Steinberg, The Social Construction of the Ocean , pp. 113–24.

Dening, ‘Performing on the Beaches of the Mind’, p. 8; Mack, The Sea , p. 165.

Anna Ryan, Where Land Meets Sea: Coastal Explorations of Landscape, Representation and Spatial Experience (Farnham: Ashgate, 2012), pp. 7, 9.

Corbin, The Lure of the Sea , p. 62. See also Gillis, The Human Shore , on the significance and shaping of coastal cultures.

Michel Foucault, ‘Of Other Spaces: Utopias and Heterotopias’ (1967), trans. Jay Miskowiec, Diacritics , 16:1 (1984): 22–7, p. 27. See also Gregory Votolato’s Ship (Objekt series) (London: Reaktion, 2011) which isolates the context of the ship by way of exploring the interaction between sea and land, reading the ship as an everyday object that influences the way we live; and Mack’s chapter on ‘Ships as Societies’ in The Sea , pp. 136–64.

Cunliffe, Facing the Ocean , p. viii.

Bentley, Bridenthal and Wigen, Seascapes , p. 12.

Steinberg, The Social Construction of the Ocean , p. 8. See also Philip de Souza, Seafaring and Civilisation: Maritime Perspectives on World History (London: Profile, 2005).

Cusack, Framing the Ocean , p. 3.

Mack, The Sea , p. 20.

See also Jerry H. Bentley, ‘Sea and Ocean Basins as Frameworks of Historical Analysis’, Geographical Review , 89:2 (April 1999): 215–24, which considers issues of transnational interaction posed by centring oceanic regions as focal points of study, while arguing that such an approach is richly productive for the understanding of large-scale historical processes. A transnational approach is especially evident in the field of travel writing studies, where travellers move across and between ocean zones and regions.

Bentley, Bridenthal and Wigen, Seascapes ; Cusack, Framing the Ocean ; Anderson and Peters, Water Worlds ; Thompson, Shipwreck in Art and Literature ; Brown and Humberstone, Seascapes ; Peter N. Miller, ed., The Sea: Thalassography and Historiography (Ann Arbor: University of Michigan Press, 2013); Gillis, The Human Shore .

Mack, The Sea , p. 82.

Steinberg, The Social Construction of the Ocean , pp. 135–8, p. 135.

Isaac Land, War, Nationalism, and the British Sailor, 1750–1850 (Basingstoke: Palgrave Macmillan, 2009), p. 11.

Peck, Maritime Fiction , p. 4.

Such views are useful in shifting oceanic studies away from a heavy focus on Britain’s imperial maritime power which has predominated. Many studies cluster around the theme of imperial politics, such as David Cannadine, Empire, The Sea and Global History: Britain’s Maritime World, c.1760–c.1840 (Basingstoke: Palgrave Macmillan, 2007); Miles Taylor, The Victorian Empire and Britain’s Maritime World, 1837–1901: The Sea and Global History (Basingstoke: Palgrave Macmillan, 2013); Peck, Maritime Fiction ; H. V. Bowen, Elizabeth Mancke and John G. Reid, eds, Britain’s Oceanic Empire: Atlantic and Indian Ocean Worlds, c.1550–1850 (Cambridge: Cambridge University Press, 2012); and Jonathan Scott, When the Waves Ruled Britannia: Geography and Political Identities, 1500–1800 (Cambridge: Cambridge University Press, 2011). Other distinct oceanic regions have also been of interest in indicative studies such as Michael N. Pearson, The World of the Indian Ocean, 1500–1800 (Farnham: Ashgate, 2005); Pedro Machado, Ocean of Trade: South Asian Merchants, Africa and the Indian Ocean, c.1750–1850 (Cambridge: Cambridge University Press, 2014); Matt K. Matsuda, Pacific Worlds: A History of Seas, Peoples, and Cultures (Cambridge: Cambridge University Press, 2012).

Elizabeth Ho, ‘The Neo-Victorian at Sea: Towards a Global Memory of the Victorian’, in Nadine Boehm-Schnitker and Susanne Gruss, eds, Neo-Victorian Literature and Culture: Immersions and Revisitations (New York: Routledge, 2014), pp. 165–78, pp. 166, 168.

Bentley, Bridenthal and Wigen, Seascapes , p. 1.

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Mathieson, C. (2016). Introduction: The Literature, History and Culture of the Sea, 1600–Present. In: Mathieson, C. (eds) Sea Narratives: Cultural Responses to the Sea, 1600–Present. Palgrave Macmillan, London. https://doi.org/10.1057/978-1-137-58116-7_1

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Cabin 12 102 A

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Cabin 12 102 Z

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Cabin 12 154 Z

• pro Has more space than similar cabins

Read more about cabin 12154Z on Virgin Voyages cruise ships

Cabin 12 162 Z

Read more about cabin 12162Z on Virgin Voyages cruise ships

Cabin 12 166 Z

Read more about cabin 12166Z on Virgin Voyages cruise ships

Cabin 12 174 Z

Read more about cabin 12174Z on Virgin Voyages cruise ships

Cabin 12 290 A

Read more about cabin 12290A on Virgin Voyages cruise ships

Cabin 12 290 Z

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Cabin 12 294 A

Read more about cabin 12294A on Virgin Voyages cruise ships

Cabin 12 294 Z

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Cabin 12 298 A

Read more about cabin 12298A on Virgin Voyages cruise ships

Cabin 12 298 Z

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Cabin 12 302 A

Read more about cabin 12302A on Virgin Voyages cruise ships

Cabin 12 302 Z

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Cabin 12 306 A

Read more about cabin 12306A on Virgin Voyages cruise ships

Cabin 12 306 Z

Read more about cabin 12306Z on Virgin Voyages cruise ships

Cabin 12 310 A

Read more about cabin 12310A on Virgin Voyages cruise ships

Cabin 12 310 Z

Read more about cabin 12310Z on Virgin Voyages cruise ships

Cabin 12 314 A

Read more about cabin 12314A on Virgin Voyages cruise ships

Cabin 12 314 Z

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Cabin 12 318 A

Read more about cabin 12318A on Virgin Voyages cruise ships

Cabin 12 318 Z

Read more about cabin 12318Z on Virgin Voyages cruise ships

Cabin 12 346 A

• con Balcony railing is metal instead of glass
• con Does not have a balcony hammock

Read more about cabin 12346A on Virgin Voyages cruise ships

Cabin 12 346 Z

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Cabin 12 350 A

Read more about cabin 12350A on Virgin Voyages cruise ships

Cabin 12 350 Z

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Cabin 12 354 A

Read more about cabin 12354A on Virgin Voyages cruise ships

Cabin 12 354 Z

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Cabin 11 014 A

Read more about cabin 11014A on Virgin Voyages cruise ships

Cabin 11 014 Z

Read more about cabin 11014Z on Virgin Voyages cruise ships

Cabin 11 018 A

Read more about cabin 11018A on Virgin Voyages cruise ships

Cabin 11 018 Z

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Cabin 11 022 A

Read more about cabin 11022A on Virgin Voyages cruise ships

Cabin 11 022 Z

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Cabin 11 026 A

Read more about cabin 11026A on Virgin Voyages cruise ships

Cabin 11 026 Z

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Cabin 11 030 A

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Cabin 11 030 Z

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Cabin 11 034 A

Read more about cabin 11034A on Virgin Voyages cruise ships

Cabin 11 034 Z

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Cabin 11 038 A

Read more about cabin 11038A on Virgin Voyages cruise ships

Cabin 11 038 Z

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Cabin 11 042 A

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Cabin 11 042 Z

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Cabin 11 046 A

Read more about cabin 11046A on Virgin Voyages cruise ships

Cabin 11 046 Z

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Cabin 11 050 A

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Cabin 11 050 Z

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Cabin 11 054 A

Read more about cabin 11054A on Virgin Voyages cruise ships

Cabin 11 054 Z

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Cabin 11 058 A

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Cabin 11 058 Z

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Cabin 11 062 A

Read more about cabin 11062A on Virgin Voyages cruise ships

Cabin 11 062 Z

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Cabin 11 066 A

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Cabin 11 066 Z

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Cabin 11 070 A

Read more about cabin 11070A on Virgin Voyages cruise ships

Cabin 11 070 Z

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Cabin 11 074 A

Read more about cabin 11074A on Virgin Voyages cruise ships

Cabin 11 074 Z

Read more about cabin 11074Z on Virgin Voyages cruise ships

Cabin 11 078 A

Read more about cabin 11078A on Virgin Voyages cruise ships

Cabin 11 078 Z

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Cabin 11 082 A

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Cabin 11 082 Z

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Cabin 11 086 A

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Cabin 11 086 Z

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Cabin 11 090 A

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Cabin 11 090 Z

Read more about cabin 11090Z on Virgin Voyages cruise ships

Cabin 11 094 A

Read more about cabin 11094A on Virgin Voyages cruise ships

Cabin 11 094 Z

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Cabin 11 098 A

Read more about cabin 11098A on Virgin Voyages cruise ships

Cabin 11 098 Z

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Cabin 11 102 A

Read more about cabin 11102A on Virgin Voyages cruise ships

Cabin 11 102 Z

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Cabin 11 154 A

Read more about cabin 11154A on Virgin Voyages cruise ships

Cabin 11 162 A

Read more about cabin 11162A on Virgin Voyages cruise ships

Cabin 11 166 A

Read more about cabin 11166A on Virgin Voyages cruise ships

Cabin 11 174 A

Read more about cabin 11174A on Virgin Voyages cruise ships

Cabin 11 290 A

Read more about cabin 11290A on Virgin Voyages cruise ships

Cabin 11 290 Z

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Cabin 11 294 A

Read more about cabin 11294A on Virgin Voyages cruise ships

Cabin 11 294 Z

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Cabin 11 298 A

Read more about cabin 11298A on Virgin Voyages cruise ships

Cabin 11 298 Z

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Cabin 11 302 A

Read more about cabin 11302A on Virgin Voyages cruise ships

Cabin 11 302 Z

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Cabin 11 306 A

Read more about cabin 11306A on Virgin Voyages cruise ships

Cabin 11 306 Z

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Cabin 11 310 A

Read more about cabin 11310A on Virgin Voyages cruise ships

Cabin 11 310 Z

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Cabin 11 314 A

Read more about cabin 11314A on Virgin Voyages cruise ships

Cabin 11 314 Z

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Cabin 11 318 A

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Cabin 11 318 Z

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Cabin 11 354 A

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Cabin 11 354 Z

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Cabin 11 358 A

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Cabin 11 358 Z

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Cabin 11 362 A

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Cabin 11 362 Z

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Cabin 10 014 A

Read more about cabin 10014A on Virgin Voyages cruise ships

Cabin 10 014 Z

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Cabin 10 018 A

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Cabin 10 018 Z

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Cabin 10 022 A

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Cabin 10 022 Z

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Cabin 10 026 A

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Cabin 10 026 Z

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Cabin 10 030 A

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Cabin 10 030 Z

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Cabin 10 034 A

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Cabin 10 034 Z

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Cabin 10 038 A

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Cabin 10 038 Z

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Cabin 10 042 A

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Cabin 10 042 Z

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Cabin 10 046 A

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Cabin 10 046 Z

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Cabin 10 050 A

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Cabin 10 050 Z

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Cabin 10 054 A

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Cabin 10 054 Z

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Cabin 10 058 A

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Cabin 10 058 Z

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Cabin 10 062 A

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Cabin 10 062 Z

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Cabin 10 066 A

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Cabin 10 066 Z

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Cabin 10 070 A

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Cabin 10 070 Z

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Cabin 10 074 A

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Cabin 10 074 Z

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Cabin 10 078 A

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Cabin 10 078 Z

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Cabin 10 082 A

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Cabin 10 082 Z

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Cabin 10 086 A

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Cabin 10 086 Z

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Cabin 10 090 A

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Cabin 10 090 Z

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Cabin 10 094 A

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Cabin 10 094 Z

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Cabin 10 098 A

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Cabin 10 098 Z

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Cabin 10 102 A

Read more about cabin 10102A on Virgin Voyages cruise ships

Cabin 10 102 Z

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Cabin 10 154 Z

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Cabin 10 162 Z

Read more about cabin 10162Z on Virgin Voyages cruise ships

Cabin 10 166 Z

Read more about cabin 10166Z on Virgin Voyages cruise ships

Cabin 10 174 Z

Read more about cabin 10174Z on Virgin Voyages cruise ships

Cabin 10 290 A

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Cabin 10 290 Z

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Cabin 10 294 A

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Cabin 10 294 Z

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Cabin 10 298 A

Read more about cabin 10298A on Virgin Voyages cruise ships

Cabin 10 298 Z

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Cabin 10 302 A

Read more about cabin 10302A on Virgin Voyages cruise ships

Cabin 10 302 Z

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Cabin 10 306 A

Read more about cabin 10306A on Virgin Voyages cruise ships

Cabin 10 306 Z

Read more about cabin 10306Z on Virgin Voyages cruise ships

Cabin 10 310 A

Read more about cabin 10310A on Virgin Voyages cruise ships

Cabin 10 310 Z

Read more about cabin 10310Z on Virgin Voyages cruise ships

Cabin 10 314 A

Read more about cabin 10314A on Virgin Voyages cruise ships

Cabin 10 314 Z

Read more about cabin 10314Z on Virgin Voyages cruise ships

Cabin 10 318 A

Read more about cabin 10318A on Virgin Voyages cruise ships

Cabin 10 318 Z

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Cabin 10 362 A

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Cabin 10 362 Z

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Cabin 10 366 A

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Cabin 10 366 Z

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Cabin 10 370 A

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Cabin 10 370 Z

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Cabin 9 014 A

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Cabin 9 014 Z

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Cabin 9 018 A

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Cabin 9 018 Z

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Cabin 9 022 A

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Cabin 9 022 Z

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Cabin 9 026 A

Read more about cabin 9026A on Virgin Voyages cruise ships

Cabin 9 026 Z

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Cabin 9 030 A

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Cabin 9 030 Z

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Cabin 9 034 A

Read more about cabin 9034A on Virgin Voyages cruise ships

Cabin 9 034 Z

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Cabin 9 038 A

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Cabin 9 038 Z

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Cabin 9 042 A

Read more about cabin 9042A on Virgin Voyages cruise ships

Cabin 9 042 Z

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Cabin 9 046 A

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Cabin 9 046 Z

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Cabin 9 050 A

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Cabin 9 050 Z

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Cabin 9 054 A

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Cabin 9 054 Z

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Cabin 9 058 A

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Cabin 9 058 Z

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Cabin 9 062 A

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Cabin 9 062 Z

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Cabin 9 066 A

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Cabin 9 066 Z

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Cabin 9 070 A

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Cabin 9 070 Z

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Cabin 9 074 A

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Cabin 9 074 Z

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Cabin 9 078 A

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Cabin 9 078 Z

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Cabin 9 082 A

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Cabin 9 082 Z

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Cabin 9 086 A

Read more about cabin 9086A on Virgin Voyages cruise ships

Cabin 9 086 Z

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Cabin 9 090 A

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Cabin 9 090 Z

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Cabin 9 094 A

Read more about cabin 9094A on Virgin Voyages cruise ships

Cabin 9 094 Z

Read more about cabin 9094Z on Virgin Voyages cruise ships

Cabin 9 098 A

Read more about cabin 9098A on Virgin Voyages cruise ships

Cabin 9 098 Z

Read more about cabin 9098Z on Virgin Voyages cruise ships

Cabin 9 102 A

Read more about cabin 9102A on Virgin Voyages cruise ships

Cabin 9 102 Z

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Cabin 9 154 A

Read more about cabin 9154A on Virgin Voyages cruise ships

Cabin 9 162 A

Read more about cabin 9162A on Virgin Voyages cruise ships

Cabin 9 166 A

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Cabin 9 174 A

Read more about cabin 9174A on Virgin Voyages cruise ships

Cabin 9 290 A

Read more about cabin 9290A on Virgin Voyages cruise ships

Cabin 9 290 Z

Read more about cabin 9290Z on Virgin Voyages cruise ships

Cabin 9 294 A

Read more about cabin 9294A on Virgin Voyages cruise ships

Cabin 9 294 Z

Read more about cabin 9294Z on Virgin Voyages cruise ships

Cabin 9 298 A

Read more about cabin 9298A on Virgin Voyages cruise ships

Cabin 9 298 Z

Read more about cabin 9298Z on Virgin Voyages cruise ships

Cabin 9 302 A

Read more about cabin 9302A on Virgin Voyages cruise ships

Cabin 9 302 Z

Read more about cabin 9302Z on Virgin Voyages cruise ships

Cabin 9 306 A

Read more about cabin 9306A on Virgin Voyages cruise ships

Cabin 9 306 Z

Read more about cabin 9306Z on Virgin Voyages cruise ships

Cabin 9 310 A

Read more about cabin 9310A on Virgin Voyages cruise ships

Cabin 9 310 Z

Read more about cabin 9310Z on Virgin Voyages cruise ships

Cabin 9 314 A

Read more about cabin 9314A on Virgin Voyages cruise ships

Cabin 9 314 Z

Read more about cabin 9314Z on Virgin Voyages cruise ships

Cabin 9 318 A

Read more about cabin 9318A on Virgin Voyages cruise ships

Cabin 9 318 Z

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Cabin 9 370 A

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Cabin 9 370 Z

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Cabin 9 374 A

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Cabin 9 374 Z

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Cabin 8 014 A

Read more about cabin 8014A on Virgin Voyages cruise ships

Cabin 8 014 Z

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Cabin 8 018 A

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Cabin 8 018 Z

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Cabin 8 022 A

Read more about cabin 8022A on Virgin Voyages cruise ships

Cabin 8 022 Z

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Cabin 8 026 A

Read more about cabin 8026A on Virgin Voyages cruise ships

Cabin 8 026 Z

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Cabin 8 030 A

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Cabin 8 030 Z

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Cabin 8 086 A

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Cabin 8 086 Z

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Cabin 8 090 A

Read more about cabin 8090A on Virgin Voyages cruise ships

Cabin 8 090 Z

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Cabin 8 094 A

Read more about cabin 8094A on Virgin Voyages cruise ships

Cabin 8 094 Z

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Cabin 8 098 A

Read more about cabin 8098A on Virgin Voyages cruise ships

Cabin 8 098 Z

Read more about cabin 8098Z on Virgin Voyages cruise ships

Cabin 8 102 A

Read more about cabin 8102A on Virgin Voyages cruise ships

Cabin 8 102 Z

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Cabin 8 154 Z

Read more about cabin 8154Z on Virgin Voyages cruise ships

Cabin 8 162 Z

Read more about cabin 8162Z on Virgin Voyages cruise ships

Cabin 8 166 Z

Read more about cabin 8166Z on Virgin Voyages cruise ships

Cabin 8 174 Z

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Cabin 8 318 A

Read more about cabin 8318A on Virgin Voyages cruise ships

Cabin 8 318 Z

Read more about cabin 8318Z on Virgin Voyages cruise ships

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Discovering the Elegance of Virgin Voyages Sea Terrace Cabin

Virgin Voyages Gluten-Free Dining Guide

Embarking on a cruise with Virgin Voyages is an experience filled with luxury, comfort, and innovative design, particularly when you book a stay in a Virgin Voyages Sea Terrace cabin. Let’s look at what makes these cabins stand out for sea adventurers.

Table of Contents

A glimpse into the sea terrace cabin, spacious and stylish.

The Sea Terrace cabins are ingeniously designed to maximize space and comfort within their 225 square feet. Each cabin showcases a perfect blend of style and functionality, designed to cater to the needs of modern travellers.

The Sea Bed: A Convertible Innovation

One of the most intriguing features of the Sea Terrace cabin is the ‘Sea Bed’. This convertible bed can quickly transform from a cosy full-sized bed into a comfortable sofa, offering flexibility and convenience to guests.

One thing to note, however, is that this feature is less evident than it used to be. When Virgin Voyages first launched, you would enter your cabin with the Sea Bed converted into a sofa. However, sailors questioned where the Bed was.

You can still request that they make your Sea Bed into a sofa, but it’s now on request from your cabin attendant. If you never ask, it will be configured as a bed for your whole sailing rather than changed during the daytime, then back to a bed later that evening.

Ample Storage and Amenities

Despite its minimalist design, the Sea Terrace cabin efficiently utilizes space. The cabin includes a sizeable closet with shelves and space for luggage storage, ensuring that your items are neatly organized.

You can also fit most large suitcases under the bed, so you can hide them away once you are fully unpacked and ready for your incredible Virgin Voyage.

Cabins tend to come with ten hangars; however, more can be requested via the cabin table or by speaking with your stateroom host.

Technological Enhancements

The cabin boasts an in-room tablet, allowing guests to easily control the mood lighting, curtains, and entertainment system. This integration of technology adds a layer of sophistication to the cabin experience.

Book your Virgin Voyages Cruise Today

If you would like to book your Virgin Voyages Cruise today, you can use the below link to see the latest offers and self-service your booking. Any bookings made using this link will be linked to Magical Traveller (it will say Sold and Serviced by Kieran Miller at the top); you will have complete control over your booking and can pay Virgin Voyages directly.

If you book using our Book and Go link by clicking the image below, we will add bonus sailor loot to your account as a thank you, $25-$200, depending on cruise duration and cabin purchased. Sea Terrace cabins receive $100 on sailings four nights or more as a guide. An email will be sent within 24 hours from Magical Traveller confirming the loot will be added within 30 days before you sail.

If you would like to add hotels and accommodation, don’t hesitate to contact us, and we can make your cruise a fully ATOL-protected holiday.

The Virgin Voyages Sea Terrace Hammock: A Private Oasis

In every Sea Terrace cabin of Virgin Voyages, the handwoven hammocks are more than just a symbol of relaxation—they embody a story of empowerment and positive change. These hammocks, crafted by the skilled artisans of Thailand’s hill tribes, are a product of Yellow Leaf Hammocks’ mission to create ethical job opportunities and uplift communities from extreme poverty.

Each hammock is not only a testament to the unique cultural heritage of the Mlabri Tribe but also represents a commitment to sustainable practices and community transformation, making your stay with Virgin Voyages an experience intertwined with meaningful impact and global sustainability.

Compact Yet Functional Bathroom

The bathroom, though compact, is well-equipped with what we have voted the best show at sea, with an incredible waterfall shower, providing a refreshing and luxurious bathing experience. Premium toiletries are included, with wonderful Red Flower Hand Soap, shampoo, Conditioner and Shower Gel.

They have a warm ocean scent, and Kieran has medium curly hair and mildly sensitive skin and has never had any issues with the included toiletries onboard.

A Visual Tour

For a more immersive experience, take a virtual tour of the Sea Terrace cabin from our YouTube Channel.

Key Cabin Facts

• Size: Each Sea Terrace cabin is thoughtfully laid out in an area of 225 square feet.
• Quantity: A significant number of cabins on Virgin Voyages ships are Sea Terrace cabins, offering plenty of opportunities for guests to enjoy this luxurious option.
• Other Sea Terrace Cabins : There are also a limited number of XL Sea Terrace Cabins , which are a little larger, plus some Limited View Sea Terrace cabins, which offer the same space but with lifeboats partially blocking the view.

The Sea Terrace cabin on Virgin Voyages is more than just a room; it’s a testament to thoughtful design and luxury. Whether you’re lounging on the convertible Sea Bed, enjoying the views from your private balcony, or utilizing the smart in-room technology, a stay in the Sea Terrace cabin is sure to be a highlight of your Virgin Voyages experience.

Book with Magical Traveller

You can book these cruises by contacting us via our Enquiry form on our website or by filling in the form below. Remember, we offer $100 bonus Sailor Loot when you book a Sea Terrace or above on your Virgin Voyages Cruise with us.

You can also view all our Virgin Voyages offers and cruise planning tips in our dedicated group on Facebook.

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Lisa Baertlein covers the movement of goods around the world, with emphasis on ocean transport and last-mile delivery. In her free time, you'll find her sailing, painting or exploring state and national parks.

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Israeli air strikes on three houses in the southern Gaza city of Rafah killed 13 people and wounded many others, medics said on Monday.