Crocker Land: The Legendary Arctic Island That Didn't Actually Exist

Luke Spencer
Luke Spencer

In the archives of the American Geographical Society in Milwaukee lies a century-old map with a peculiar secret. Just north of Greenland, the map shows a small, hook-shaped island labeled “Crocker Land” with the words “Seen By Peary, 1906” printed just below.

The Peary in question is Robert Peary, one of the most famous polar explorers of the late 19th and early 20th centuries, and the man who claimed to have been the first to step foot on the North Pole. But what makes this map remarkable is that Crocker Land was all but a phantom. It wasn't “seen by Peary”—as later expeditions would prove, the explorer had invented it out of the thin Arctic air.

Explorer Robert Peary aboard the Roosevelt.

Robert Peary aboard the Roosevelt.

Hulton Archive/Getty Images

By 1906, Peary was the hardened veteran of five expeditions to the Arctic Circle. Desperate to be the first to the North Pole, he left New York in the summer of 1905 in a state-of-the-art ice-breaking vessel, the Roosevelt—named in honor of one of the principal backers of the expedition, President Theodore Roosevelt. The mission to set foot on the top of the world ended in failure, however: Peary said he sledged to within 175 miles of the pole (a claim others would later question), but was forced to turn back by storms and dwindling supplies.

Peary immediately began planning another attempt, but found himself short of cash. He apparently tried to coax funds from one of his previous backers, San Francisco financier George Crocker—who had donated $50,000 to the 1905-'06 mission—by naming a previously undiscovered landmass after him. In his 1907 book Nearest the Pole, Peary claimed that during his 1906 mission he'd spotted “the faint white summits” of previously undiscovered land 130 miles northwest of Cape Thomas Hubbard, one of the most northerly parts of Canada. Peary named this newfound island “Crocker Land” in his benefactor’s honor, hoping to secure another $50,000 for the next expedition.

His efforts were for naught: Crocker diverted much of his resources to helping San Francisco rebuild after the 1906 earthquake, with little apparently free for funding Arctic exploration. But Peary did make another attempt at the North Pole after securing backing from the National Geographic Society, and on April 6, 1909, he stood on the roof of the planet—at least by his own account. “The Pole at last!!!" the explorer wrote in his journal. "The prize of 3 centuries, my dream and ambition for 23 years. Mine at last."

Peary wouldn't celebrate his achievement for long, though: When the explorer returned home, he discovered that Frederick Cook—who had served under Peary on his 1891 North Greenland expedition—was claiming he'd been the first to reach the pole a full year earlier. For a time, a debate over the two men's claims raged—and Crocker Land became part of the fight. Cook claimed that on his way to the North Pole he’d traveled to the area where the island was supposed to be, but had seen nothing there. Crocker Land, he said, didn't exist.

Peary’s supporters began to counter-attack, and one of his assistants on the 1909 trip, Donald MacMillan, announced that he would lead an expedition to prove the existence of Crocker Land, vindicating Peary and forever ruining the reputation of Cook.

There was also, of course, the glory of being the first to set foot on the previously unexplored island. Historian David Welky, author of A Wretched and Precarious Situation: In Search of the Last Arctic Frontier, recently explained to National Geographic that with both poles conquered, Crocker Land was “the last great unknown place in the world.”

A report from the Crocker Land expedition.
American Geographical Society Library. University of Wisconsin-Milwaukee Libraries.

After receiving backing from the American Museum of Natural History, the University of Illinois, and the American Geographical Society, the MacMillan expedition departed from the Brooklyn Navy Yard in July 1913. MacMillan and his team took provisions, dogs, a cook, “a moving picture machine,” and wireless equipment, with the grand plan of making a radio broadcast live to the United States from the island.

But almost immediately, the expedition was met with misfortune: MacMillan’s ship, the Diana, was wrecked on the voyage to Greenland by her allegedly drunken captain, so MacMillan transferred to another ship, the Erik, to continue his journey. By early 1914, with the seas frozen, MacMillan set out to attempt a 1200-mile long sled journey from Etah, Greenland, through one of the most inhospitable and harshest landscapes on Earth, in search of Peary’s phantom island.

Though initially inspired by their mission to find Crocker Land, MacMillan’s team grew disheartened as they sledged through the Arctic landscape without finding it. “You can imagine how earnestly we scanned every foot of that horizon—not a thing in sight,” MacMillan wrote in his 1918 book, Four Years In The White North.

But a discovery one April day by Fitzhugh Green, a 25-year-old ensign in the US Navy, gave them hope. As MacMillan later recounted, Green was “no sooner out of the igloo than he came running back, calling in through the door, ‘We have it!’ Following Green, we ran to the top of the highest mound. There could be no doubt about it. Great heavens! What a land! Hills, valleys, snow-capped peaks extending through at least one hundred and twenty degrees of the horizon.”

But visions of the fame brought by being the first to step foot on Crocker Land quickly evaporated. “I turned to Pee-a-wah-to,” wrote MacMillan of his Inuit guide (also referred to by some explorers as Piugaattog). “After critically examining the supposed landfall for a few minutes, he astounded me by replying that he thought it was a ‘poo-jok' (mist).”

Indeed, MacMillan recorded that “the landscape gradually changed its appearance and varied in extent with the swinging around of the Sun; finally at night it disappeared altogether.” For five more days, the explorers pressed on, until it became clear that what Green had seen was a mirage, a polar fata morgana. Named for the sorceress Morgana le Fay in the legends of King Arthur, these powerful illusions are produced when light bends as it passes through the freezing air, leading to mysterious images of apparent mountains, islands, and sometimes even floating ships.

Fata morganas are a common occurrence in polar regions, but would a man like Peary have been fooled? “As we drank our hot tea and gnawed the pemmican, we did a good deal of thinking,” MacMillan wrote. “Could Peary with all his experience have been mistaken? Was this mirage which had deceived us the very thing which had deceived him eight years before? If he did see Crocker Land, then it was considerably more than 120 miles away, for we were now at least 100 miles from shore, with nothing in sight.”

MacMillan’s mission was forced to accept the unthinkable and turn back. “My dreams of the last four years were merely dreams; my hopes had ended in bitter disappointment,” MacMillan wrote. But the despair at realizing that Crocker Land didn’t exist was merely the beginning of the ordeal.

Donald MacMillan in seal skin coat on the Crocker Land Expedition.
Donald MacMillan in seal skin coat on the Crocker Land Expedition.
American Geographical Society Library. University of Wisconsin-Milwaukee Libraries.

MacMillan sent Fitzhugh Green and the Inuit guide Piugaattog west to explore a possible route back to their base camp in Etah. The two became trapped in the ice, and one of their dog teams died. Fighting over the remaining dogs, Green—with alarming lack of remorse—explained in his diary what happened next: “I shot once in the air ... I then killed [Piugaattog] with a shot through the shoulder and another through the head.” Green returned to the main party and confessed to MacMillan. Rather than reveal the murder, the expedition leader told the Inuit members of the mission that Piugaattog had perished in the blizzard.

Several members of the MacMillan mission would remain trapped in the ice for another three years, victims of the Arctic weather. Two attempts by the American Museum of Natural History to rescue them met with failure, and it wasn’t until 1917 that MacMillan and his party were finally saved by the steamer Neptune, captained by seasoned Arctic sailor Robert Bartlett.

While stranded in the ice, the men put their time to good use; they studied glaciers, astronomy, the tides, Inuit culture, and anything else that attracted their curiosity. They eventually returned with over 5000 photographs, thousands of specimens, and some of the earliest film taken of the Arctic (much of which can be seen today in the repositories of the American Geographical Society at the University of Wisconsin Milwaukee).

It’s unclear whether MacMillan ever confronted Peary about Crocker Land—about what exactly the explorer had seen in 1906, and perhaps what his motives were. When MacMillan’s news about not having found Crocker Land reached the United States, Peary defended himself to the press by noting how difficult spotting land in the Arctic could be, telling reporters, “Seen from a distance ... an iceberg with earth and stones may be taken for a rock, a cliff-walled valley filled with fog for a fjord, and the dense low clouds above a patch of open water for land.” (He maintained, however, that "physical indications and theory" still pointed to land somewhere in the area.) Yet later researchers have noted that Peary’s notes from his 1905-'06 expedition don’t mention Crocker Land at all. As Welky told National Geographic, “He talks about a hunting trip that day, climbing the hills to get this view, but says absolutely nothing about seeing Crocker Land. Several crewmembers also kept diaries, and according to those he never mentioned anything about seeing a new continent.”

There’s no mention of Crocker Land in early drafts of Nearest the Pole, either—it's only mentioned in the final manuscript. That suggests Peary had a deliberate reason for the the inclusion of the island.

Crocker, meanwhile, wouldn’t live to see if he was immortalized by this mysterious new land mass: He died in December 1909 of stomach cancer, a year after Peary had set out in the Roosevelt again in search of the Pole, and before MacMillan’s expedition.

Any remnants of the legend of Crocker Land were put to bed in 1938, when Isaac Schlossbach flew over where the mysterious island was supposed to be, looked down from his cockpit, and saw nothing.

Bessie Coleman, the Black Cherokee Female Pilot Who Made Aviation History

Photo illustration by Riccardo Zagorodnez, Mental Floss. Plane/landscape, iStock via Getty Images. Portrait, New York Public Library // Public Domain
Photo illustration by Riccardo Zagorodnez, Mental Floss. Plane/landscape, iStock via Getty Images. Portrait, New York Public Library // Public Domain

Early 20th century America didn’t offer many career paths to people like Bessie Coleman. It was a time when women were discouraged from working outside domestic spheres, and opportunities for women of African American and Native American descent were even more limited. When Coleman fell in love with the idea of flying planes, she knew that realizing her dream would be impossible in the United States—but instead of giving up, she moved to France to enroll in flight school. Less than a year later, she returned home as the first African American and the first Native American female pilot in aviation history.

A Determined Beginning

Bessie Coleman was born to sharecroppers in Texas on January 26, 1892. She was one of 13 siblings, and like the rest of Coleman clan, she was expected to help pick cotton on the farm as soon as she was old enough. At 6 years old, she started walking to school: a one-room wooden shack located four miles from her house. Her classroom often lacked basic supplies like paper and pencils, and, like all schools in the region, it was segregated.

Despite less-than-ideal conditions, she excelled in class and continued her studies through high school. In 1901, her father, who was part black and part Cherokee, relocated to Native American territory in Oklahoma to escape discrimination in Texas, leaving Bessie and the rest of his family behind. She knew she couldn’t depend on her now single-parent family to contribute money toward her education, so to save for college, she went to work as a laundress.

After a year at the Colored Agricultural and Normal University—now Langston University—in Langston, Oklahoma, she dropped out when her tuition fund ran dry. Even though she was more educated than many women of the time, there were few opportunities for her in the South. At age 23, she followed her brothers to Chicago, which, though racially segregated, was slightly more welcoming to people of color than Texas had been. In Chicago, Coleman was able to mingle with influential figures in the African American community. She went to beauty school and became a manicurist in a local barbershop.

Chicago was also where she decided she wanted to learn how to fly.

Dreams of Flight—and France

Around the same time Coleman moved up north, World War I erupted in Europe. The conflict quickened the pace of technological advancement, including in aviation. For the first time in history, people around the world could watch fighter planes soar through the skies in newsreels and read about them in the papers. Coleman fell in love.

When her brother John returned home to Chicago after serving overseas, he gave her more material to fuel her daydreams. In addition to regaling her with war stories, he teased her about her new fantasy, claiming that French women were superior to local women because they were allowed to fly planes, something Bessie would never be able to do. He may have said the words in jest, but they held some truth: Female pilots were incredibly rare in the U.S. immediately following World War I, and black female pilots were nonexistent.

Coleman quickly learned that American flight instructors were intent on keeping things that way. Every aviation school she applied to rejected her on the basis of her race and gender.

Fortunately for Coleman, her brothers weren't her only source of support in Chicago. After moving to the city, she met Robert Abbott, publisher of the historic black newspaper The Chicago Defender and one of the first African American millionaires. He echoed John’s idea that France was a much better place for aspiring female pilots, but instead of rubbing it in her face, he presented it as an opportunity. Abbott viewed France as one of the world’s most racially progressive nations, and he encouraged her to move there in pursuit of her pilot's license.

Coleman didn’t need to be convinced. With her heart set on a new dream, she quit her job as a manicurist and accepted a better-paying role as the manager of a chili parlor to raise money for her trip abroad. At night she took French classes in the Chicago loop. Her hard work paid off, and with her savings and some financial assistance from Abbot and another black entrepreneur named Jesse Binga, she boarded a ship for France in November 1920.

The First Black Aviatrix

Coleman was the only non-white person in her class at the Caudron Brothers' School of Aviation in Le Crotoy, France. Students were taught to fly using 27-foot-long biplanes that were known to stall in mid-air. One day, she even witnessed one of her classmates die in a crash. Describing the incident later on, she said, "It was a terrible shock to my nerves, but I never lost them."

Despite the risks, she pressed on with lessons, and after seven months of training, she received her aviation license from the Federation Aeronautique Internationale. She became both the first African American woman and the first Native American woman in the world to earn a pilot’s license.

Coleman completed some extra flight lessons in Paris and then boarded a ship bound for the United States. American news outlets were instantly smitten with the 29-year-old pilot. The Associated Press reported on September 26, 1921 that "Today [Coleman] returned as a full-fledged aviatrix, said to be the first of her race."

In the early 1920s, an aviatrix, or female aviator, was still a fairly new concept in America, and many of the most famous women flyers of the 20th century—like Laura Ingalls, Betty Skelton, and Amelia Earhart—had yet to enter the scene. Coleman's persistence helped clear the path for the next generation of female pilots.

But her success in France didn’t mark the end of her battle with racism. Bessie needed more training to learn the airshow tricks she now hoped to do for a living, but even with her international pilot's license and minor celebrity status since returning home, American flight schools still refused to teach her. Just a few months after landing in the U.S., Bessie went back to Europe—this time to Germany and the Netherlands as well as France to learn the barnstorming stunts that were quickly growing into one of the most popular forms of entertainment of the 1920s.

Upon her second homecoming in 1922, newspapers praised her once again, reporting that European aviators had dubbed her "one of the best flyers they had seen." Finally, she would be able to show off her skills in her home country. Robert Abbott, the newspaperman who helped fund her dream, sponsored her first-ever American airshow at Curtiss Field, Long Island, on September 3, 1922. She spent the next few years touring the country, thrilling spectators by parachuting, wing-walking (moving atop the wings of her biplane mid-flight), and performing aerial figure-eights.

Coleman had become a real celebrity, and she tried to use her prominence to help black people. She gave speeches on aviation to predominantly black crowds and planned to open her own flight school for African American students. She only performed for desegregated audiences—the one notable exception being a show in Waxahachie, Texas, the town where she lived for most of her childhood. Event organizers planned to segregate black and white guests and have them use separate entrances. Coleman protested and threatened to cancel the exhibition unless a single entrance was set up for everyone. Officials eventually agreed, though audience members were still forced to sit on separate sides of the stadium once they entered.

Just when it seemed her career was reaching new heights, it was cut short by tragedy. On April 30, 1926, she was riding with her mechanic William Wills in Jacksonville, Florida, in preparation for a show scheduled for the next day, when a wrench left in the engine caused the plane to spin out of control. Coleman hadn’t been wearing her seatbelt, and she was tossed from the passenger seat at 3000 feet above the ground. She died at age 34.

Bessie Coleman never achieved the same level of name recognition as some of her peers, but the impact she left on aviation history is undeniable. Even if they’ve never heard her name, Chicagoans living near Lincoln Cemetery have likely heard the sounds of jets flying overhead on April 30. Every year on the anniversary of her death, black pilots honor Coleman by performing a flyover and dropping flowers on her grave.

10 Fascinating Facts About Chinese New Year

iStock.com/aluxum
iStock.com/aluxum

Some celebrants call it the Spring Festival, a stretch of time that signals the progression of the lunisolar Chinese calendar; others know it as the Chinese New Year. For a 15-day period beginning January 25 in 2020, China will welcome the Year of the Rat, one of 12 animals in the Chinese zodiac table.

Sound unfamiliar? No need to worry: Check out 10 facts about how one-sixth of the world's total population rings in the new year.

1. Chinese New Year was originally meant to scare off a monster.

Nian at Chinese New Year
iStock.com/jjMiller11

As legend would have it, many of the trademarks of the Chinese New Year are rooted in an ancient fear of Nian, a ferocious monster who would wait until the first day of the year to terrorize villagers. Acting on the advice of a wise old sage, the townspeople used loud noises from drums, fireworks, and the color red to scare him off—all remain components of the celebration today.

2. A lot of families use Chinese New Year as motivation to clean the house.

woman ready to clean a home
iStock.com/PRImageFactory

While the methods of honoring the Chinese New Year have varied over the years, it originally began as an opportunity for households to cleanse their quarters of "huiqi," or the breaths of those that lingered in the area. Families performed meticulous cleaning rituals to honor deities that they believed would pay them visits. The holiday is still used as a time to get cleaning supplies out, although the work is supposed to be done before it officially begins.

3. Chinese New Year will prompt billions of trips.

Man waiting for a train.
iStock.com/MongkolChuewong

Because the Chinese New Year places emphasis on family ties, hundreds of millions of people will use the Lunar period to make the trip home. Accounting for cars, trains, planes, and other methods of transport, the holiday is estimated to prompt nearly three billion trips over the 15-day timeframe.

4. Chinese New Year involves a lot of superstitions.

Colorful pills and medications
iStock.com/FotografiaBasica

While not all revelers subscribe to embedded beliefs about what not to do during the Chinese New Year, others try their best to observe some very particular prohibitions. Visiting a hospital or taking medicine is believed to invite ill health; lending or borrowing money will promote debt; crying children can bring about bad luck.

5. Some people rent boyfriends or girlfriends for Chinese New Year to soothe their parents.

Young Asian couple smiling
iStock.com/RichVintage

In China, it's sometimes frowned upon to remain single as you enter your thirties. When singles return home to visit their parents, some will opt to hire a person to pose as their significant other in order to make it appear like they're in a relationship and avoid parental scolding. Rent-a-boyfriends or girlfriends can get an average of $145 a day.

6. Red envelopes are everywhere during Chinese New Year.

a person accepting a red envelope
iStock.com/Creative-Family

An often-observed tradition during Spring Festival is to give gifts of red envelopes containing money. (The color red symbolizes energy and fortune.) New bills are expected; old, wrinkled cash is a sign of laziness. People sometimes walk around with cash-stuffed envelopes in case they run into someone they need to give a gift to. If someone offers you an envelope, it's best to accept it with both hands and open it in private.

7. Chinese New Year can create record levels of smog.

fireworks over Beijing's Forbidden City
iStock.com/lusea

Fireworks are a staple of Spring Festival in China, but there's more danger associated with the tradition than explosive mishaps. Cities like Beijing can experience a 15-fold increase in particulate pollution. In 2016, Shanghai banned the lighting of fireworks within the metropolitan area.

8. Black clothes are a bad omen during Chinese New Year.

toddler dressed up for Chinese New Year
iStock.com/lusea

So are white clothes. In China, both black and white apparel is traditionally associated with mourning and are to be avoided during the Lunar month. The red, colorful clothes favored for the holiday symbolize good fortune.

9. Chinese New Year leads to planes being stuffed full of cherries.

Bowl of cherries
iStock.com/CatLane

Cherries are such a popular food during the Festival that suppliers need to go to extremes in order to meet demand. In 2017, Singapore Airlines flew four chartered jets to Southeast and North Asian areas. More than 300 tons were being delivered in time for the festivities.

10. Panda Express is hoping Chinese New Year will catch on in America.

Box of takeout Chinese food from Panda Express
domandtrey, Flickr // CC BY-NC 2.0

Although their Chinese food menu runs more along the lines of Americanized fare, the franchise Panda Express is still hoping the U.S. will get more involved in the festival. The chain is promoting the holiday in its locations by running ad spots and giving away a red envelope containing a gift: a coupon for free food. Aside from a boost in business, Panda Express hopes to raise awareness about the popular holiday in North America.

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