“I don’t think it belongs here.” Such was the assessment of Bob Vinson, the graveyard shift supervisor at Harvey’s Wagon Wheel Casino in Lake Tahoe, Nevada. The “here” Vinson referred to was a nook just outside the telephone equipment room in the employees-only portion of the second floor of the hotel. The “it” was a curious piece of equipment of unknown origin loitering conspicuously in the cramped side room. It was a metallic gray box about the size of a desk, with a smaller box attached on top near the rear right corner. The front face of the smaller box was an incomprehensible control panel occupied by 28 metal toggle switches in five neat rows, each labeled with a numbered sticker. All of these switches were situated in the down position except for #23, which was toggled up—an oddly ominous asymmetry.
It was approximately 6:30am on Tuesday, 26 August 1980, and although Bob Vinson had been on shift all night long, he hadn’t heard any large equipment delivery commotion from his nearby office, and he was sure this thing hadn’t been there an hour earlier. Whoever had left the machine had taken the time to place each corner on blocks of wood, and these blocks pressed deep dimples into the red-orange carpet, suggesting that the equipment had significant mass. In spite of its resemblance to some kind of manufactured electromechanical office machine, it had no power cord, and no obvious power switch, just the 28 enigmatic toggles. To add alarm to intrigue, Vinson had found that some of the keyholes for the doors leading into the area had been hastily jammed using what appeared to be toothpicks and glue.
An envelope with “Harvey’s Management” typewritten on one side lay on the carpet alongside the object. Vinson was reasonably suspicious that the envelope did not contain anything as harmless as an invoice. “Stay here,” Vinson instructed the custodian who had been examining the mystery object with him. “Don’t touch it. Don’t let anyone fool with it. I’ll be right back.”
Vinson soon returned with companions, having summoned members of Harvey’s Wagon Wheel Casino security, who had subsequently summoned sheriff ‘s deputies and the fire department. After prodding the envelope with a broomstick to ensure it wasn’t booby-trapped, those to whom it was concerned gingerly extracted three pages of typed text from the envelope. The letter claimed that this device was a bomb.
Under ordinary circumstances, the final evening of a cruise aboard the luxury turbo-electric ocean liner SS Morro Castle was a splendid event. Hundreds of lady and gentlemen passengers would gather in the Grand Ballroom in their finest evening attire for the customary Farewell Dinner, where veteran sailor Captain Willmott would captivate his guests with salty tales from his years at sea over endless glasses of champagne. Reality, bills, hangovers, and economic depression were all far away, on the other end of tomorrow morning’s gangplank in New York. But on the night of Friday, the 7th of September 1934, circumstances aboard ship were not ordinary. Passengers were indeed draped in their finery in the ballroom, yet the captain’s chair at the captain’s table was conspicuously vacant. He had somewhat suddenly felt unwell. And atop the typical worries lurking outside were two near-hurricane-force storms, one approaching from the north and another from the south. The agitated sea and gusty winds were beginning to cause some sway in the decks, putting already-eaten entrées in danger of unscheduled egress. The surly weather was bound to be a considerable distraction.
Nevertheless, the Morro Castle was a large and modern cruise ship quite capable of handling inclement weather. Chief Warms was in command of the bridge for the night shift, and he knew well enough to keep her slicing through the sea near top speed to minimize passenger discomfort. The ship made 20 knots against a gale-force headwind, so shuffleboard was out of the question, but in the Grand Ballroom, festooned with colorful flags and balloons, drinks were drunk and rugs were cut. The waitstaff served a steady supply of Cuban lobster broiled in butter, ham in champagne sauce, roast turkey, and candied sweet potatoes. The ship’s orchestra served a steady supply of dance tunes.
Just before 8:00pm, the orchestra abruptly stopped playing mid-song. The previously foxtrotting passengers turned to see what was the matter, and there at the bandstand they saw cruise director Bob Smith beckoning for everyone’s attention. He announced that he had some sad news to share. Their captain, Robert Willmott, had died suddenly in his quarters. The official farewell party and dance contest were therefore canceled, but the orchestra and barkeeps would remain on station late into the evening for passengers who wished to linger. Smith instructed the passengers to have a pleasant evening, and departed.
The ship’s doctor had determined the captain’s cause of death as “heart attack brought on by acute indigestion.” He had been just 52 years old. William Warms and the other officers were shocked and saddened by the turn of events, but there was also an unmistakable undertow of apprehension on the bridge. In recent weeks Captain Willmott had confided in some of his fellow officers that he had reason to believe that a “red” was aboard the ship plotting revenge against the Morro Castle and her captain. Although Willmott had never seemed particularly prone to paranoia, his remarks had been dismissed as such. The wild sabotage speculations were more difficult to ignore under the new circumstances, but scrutiny would have to wait. Chief Warms—now Acting Captain Warms—was understandably anxious. It was he who had discovered the captain’s body face-down and motionless in his bathtub, and he was having trouble keeping the image out of his mind. Now he was obliged to assume command during some of the worst sailing weather he had ever seen, and he had already been awake for over twenty-four hours. Even if sleep had been possible under such conditions, there was no time for it. It was going to be a long night.
Low-pressure weather systems are a familiar feature of the winter climate in the northern Atlantic. While they often drive wind, rain, and other unpleasantness against Europe’s rocky western margin, this is typically on a “mostly harmless” basis. Early in the evening of 31 January 1953, the weather in northern Europe was damp, chilly, and blustery. These unremarkable seasonal conditions disguised the fact that a storm of extreme severity was massing nearby, and that an ill-fated assortment of meteorological, geophysical, and human factors would soon coalesce into an almost unprecedented watery catastrophe.
The storm scudded past the northern tip of Scotland and took an unusual southerly detour, shifting towards a low-lying soft European overbelly of prime agricultural, industrial, and residential land. The various people, communities, and countries in its path differed in their readiness and in their responses to the looming crisis, yet the next 24 hours were about to teach them all some enduring lessons. In a world that remains awash with extreme weather events—and with increasing numbers of people living in vulnerable coastal areas—the story of this particular storm system’s collision with humanity remains much-studied by emergency planners, and much-remembered in the three countries it so fatally struck.
On the 11th of July 1897, the world breathlessly awaited word from the small Norwegian island of Danskøya in the Arctic Sea. Three gallant Swedish scientists stationed there were about to embark on an enterprise of history-making proportions, and newspapers around the globe had allotted considerable ink to the anticipated adventure. The undertaking was led by renowned engineer Salomon August Andrée, and he was accompanied by his research companions Nils Strindberg and Knut Fraenkel.
In the shadow of a 67-foot-wide spherical hydrogen balloon—one of the largest to have been built at that time—toasts were drunk, telegrams to the Swedish king were dictated, hands were shook, and notes to loved ones were pressed into palms. “Strindberg and Fraenkel!” Andrée cried, “Are you ready to get into the car?” They were, and they dutifully ducked into the four-and-a-half-foot tall, six-foot-wide carriage suspended from the balloon. The whole flying apparatus had been christened the “Örnen,” the Swedish word for “Eagle.”
“Cut away everywhere!” Andrée commanded after clambering into the Eagle himself, and the ground crew slashed at the lines binding the balloon to the Earth. Hurrahs were offered as the immense, primitive airship pulled away from the wood-plank hangar and bobbed ponderously into the atmosphere. Their mission was to be the first humans to reach the North Pole, taking aerial photographs and scientific measurements along the way for future explorers. If all went according to plan they would then touch down in Siberia or Alaska after a few weeks’ flight, laden with information about the top of the world.
Onlookers watched for about an hour as the voluminous sphere shrank into the distance and disappeared into northerly mists. Andrée, Strindberg, and Fraenkel would not arrive on the other side of the planet as planned. But their journey was far from over.
Please give a warm welcome to our newest author Mr J A Macfarlane. Hip-hip...!
Engineers need to have faith in their designs, but not many would necessarily be confident enough to put their lives at risk just to prove it. It takes a great deal of faith to design a lighthouse for the most dangerous reef in the English Channel, especially when no-one has ever built a lighthouse on the open sea before. It takes rather more to actually build it. And one approaches the shores of hubris when one decides to visit said lighthouse with a massive gale on the way. But when Henry Winstanley, an 18th-century English eccentric, designed and constructed the world’s first open-sea lighthouse on a small and extraordinarily treacherous group of rocks fourteen miles out from Plymouth, he was so confident in his building that he blithely assured all doubters he would be willing to weather the strongest storm within its confines – a boast he had the chance to live up to when he found himself in his lighthouse as the most violent tempest in England’s history approached its shores.
On 10 January 1709, pioneering weather observer William Derham recorded an historic event outside his home near London. He examined his thermometer in the frigid morning air and jotted an entry into his meticulous meteorological log. The prior weeks had been typical for an English winter, but overnight an oppressive cold had lodged itself over the Kingdom. As far as Derham was aware, London had never experienced so few millimeters of mercury as it did that morning: -12º C.
The remarkable cold lingered in Europe for weeks. Lakes, rivers, and the sea froze over, and the soil solidified a meter deep. The cold cracked open trees, crushed the life out of livestock huddling in stables, and made travel a treacherous undertaking. It was the coldest winter in the past 500 years, and one of the coldest moments in a larger global phenomenon known as the Little Ice Age. Likely causes include volcanic activity, oceanic currents, and/or reforestation due to Black-Death-induced population decline. It is nearly certain, however, that it has something to do with the unusually low number of sunspots that appeared at that time, a phenomenon referred to as the Maunder minimum.
We now know that such solar minima correlate quite closely with colder-than-normal temperatures on Earth, but science has yet to ascertain exactly why. Solar maximums, on the other hand, have historically had little noteworthy impact on the Earth apart from extra-splendid auroral displays. But thanks to our modern, electrified, interconnected society these previously innocuous events could cause catastrophic economic and social damage in the coming decades.
In late 1945, along the banks of the Techa River in the Soviet Union, a dozen labor camps sent 70,000 inmates to begin construction of a secret city. Mere months earlier the United States’ Little Boy and Fat Man bombs had flattened Hiroshima and Nagasaki, leaving Soviet leaders salivating over the massive power of the atom. In a rush to close the gap in weapons technology, the USSR commissioned a sprawling plutonium-production complex in the southern Ural mountains. The clandestine military-industrial community was to be operated by Russia’s Mayak Chemical Combine, and it would come to be known as Chelyabinsk-40.
Within a few years the newfangled nuclear reactors were pumping out plutonium to fuel the Soviet Union’s first atomic weapons. Chelyabinsk-40 was absent from all official maps, and it would be over forty years before the Soviet government would even acknowledge its existence. Nevertheless, the small city became an insidious influence in the Soviet Union, ultimately creating a corona of nuclear contamination dwarfing the devastation of the Chernobyl disaster.