World Champion kidnapping

Juan Manuel Fangio (1911-1995) is considered one of the greatest Formula 1 drivers of all-time, winning five World Championship titles (1951, 1954, 1955, 1956 and 1957).  As well as driving in Formula 1, Moss also competed in sports car racing, which was not unusual amongst drivers of that era, compared to modern Formula 1 drivers. This interest in sports car racing lead to the most unusual incident of Fangio’s career – his kidnapping prior to the 1958 Cuban Grand Prix.

The Cuban Grand Prix was created by Cuban dictator Fulgencio Batista in 1957 – the aim of the event was to increase tourism to the island, especially for visitors from the United States. Cuba had no purpose built racing circuits, so a street circuit was constructed in the Malecón district of the capital, Havana. The main straight was the esplanade near the sea, with the return section a block further inland.

Map of the circuit used for the Cuban Grand Prix in 1957 and 1958.

The race was held on the 25th of February 1957. Fangio was contracted to drive a Maserati 250F in the upcoming Formula 1 season, so he naturally drove a Maserati in the Grand Prix. His 300S finished first, ahead of Carroll Shelby driving a Ferrari 410S and Alfonso de Portago in a Ferrari 860 Monza.

Fangio prior to the start of the 1957 Cuban Grand Prix.

Having won the inaugural Grand Prix, Fangio accepted an invitation to return for the 1958 race, to be held on the 28^th of February. Sparing no expense, Batista arranged for all of the international drivers to stay in the prestigious Hotel Lincoln in central Havana. On the eve of the grand prix, Fangio walked into the lobby of the hotel on his way to dinner, only to be confronted by a young man in a leather jacket brandishing a pistol. According to reports from the time, the slightly nervous assailant barked: “Fangio, you must come with me. I am a member of the 26th of July revolutionary movement.”

The 26th of July Movement was a revolutionary movement led by Fidel Castro. The name commemorates an attack on the  Santiago de Cuba army barracks on July 26, 1953. The movement began formally in 1955, and its aim was the overthrow of the Batista regime.

One of Fangio’s companions picked up a paperweight and moved to throw it at the intruder, but the pistol jerked round. “Stay still,” the kidnapper said. “If you move, I shoot.” And with that Fangio accompanied the young man to a waiting car. The 26^th of July Movement’s aim was simple – by capturing the biggest name in motorsport the revolutionaries would show up the government and attract worldwide publicity to their cause. Yet despite the news of the kidnapping spreading across the globe, Batista refused to be outdone and ordered the race to continue as usual while a team of police hunted down the kidnappers. Now under arrest and in an unknown location Fangio was taking it all in his stride and was being treated to a meal of steak and potatoes before getting a good nights’ sleep.



The front page of the French newspaper “France-soir”, with the kidnapping of Fangio being the top story.

As per Batista’s orders, the race started as planned, with Maurice Trintignant taking the place of the absent Fangio. A huge crowd attended due to a public holiday, and with no designated spectator stands, they stood on the side of the road, or watched from the balconies of adjacent units and apartments. From the start, Ferrari drivers Stirling Moss and Masten Gregory battled for the lead. After only a few laps, spectators started to notice that all drivers were having trouble controlling their cars on a track that had become very slippery. The cause was soon discovered – Robert Mieres had retired from the race on lap 5 due to a broken oil line in his Porsche, but not before he had laid down a greasy strip of oil all around the circuit.

Disaster then struck – local driver Armando Garcia Cifuentes lost control of his yellow and black Ferrari and went head on into a bunch of spectators lining the circuit. Over 30 people were injured and seven killed as the car took out a makeshift bridge and flew over the crash barriers.  The race was then immediately red-flagged after just 6 laps, with Moss declared the winner, ahead of Gregory and Caroll Shelby in 3^rd place. Cifuentes, seriously injured in the crash, was taken to hospital lying on the bonnet of one of the competing cars. He was charged with manslaughter, but was cleared after a government enquiry.

British Pathe newsreel footage of the 1958 Cuban Grand Prix – including Fangio before his kidnapping and the Cifuentes accident.

Fangio was delivered to the Argentinian embassy after the race, which had turned into a disaster for the Batista regime. The 26^th of July movement had received worldwide publicity, while the recriminations started regarding the lack of safety protection for spectators.

Fangio would go to compete in the 1958 Formula One World Championship – his final race French Grand Prix, where he finished 4^th. Batista would be overthrown by Castro in December 1958. No Cuban Grand Prix was held in 1959, with the final race being held in February 1960, with Stirling Moss winning again.

The following sources were used in the creation of this blog post.

https://www.whichcar.com.au/features/classic-wheels/archive-the-man-who-kidnapped-fangio

https://www.espn.com.au/f1/story/_/id/28999493/when-f1-legend-fangio-was-kidnapped-cuba

Plymouth, Montserrat – the Pompeii of the Caribbean

Everyone is familiar with Pompeii, the Roman city that was entombed after nearby Mt Vesuvius erupted in AD 79. What is less well-known is that a similar experience happened to a modern-day city just over 20 years ago.

Montserrat is one of the Lesser Antilles Islands, an archipelago in the Caribbean Sea, north of South America. Many of the islands are volcanic, and their location roughly traces the edge of the Caribbean Plate along its boundary with the tectonic plates (North and South American Plates) beneath the Atlantic Ocean. The Caribbean Plate is overriding the North American Plate. As the plates collide, the mantle of the overriding Caribbean Plate melts, generating magma that rises to the surface and feeds many volcanoes in the region.

Map of the Caribbean showing the location of Montserrat.

Aside from a seventeenth-century eruption, Soufrière Hills, a volcano on the southern part of the island, had been mostly quiet during historical times.

All this changed in mid-1995. On the 18^th of July 1995, an eruption of ash prompted an evacuation of almost 5,000 residents. The volcano grew a new dome on November 1995. By January 1996, the old dome was rapidly buried and between March and September of the same year, the first pyroclastic flows poured down the Tar river valley. This created a new delta and in April the south of the island was evacuated. The capital city of Plymouth was also abandoned, with government officials and many residents relocating to Brades, on the northwestern tip of the island in 1998, to this day, Brades is the “de facto” capital of the island, although a new capital is being built in the Little Bay area. Legislatively, Brades was never officially made the capital, so Plymouth is still the “de jure” capital, and the only capital city in the world that is officially abandoned.

Map of Montserrat, showing the site of the abandoned capital of Plymouth, the “de facto” capital of Brades and the exclusion zone around the southern part of the island.

By 26 December 1997, when the most extreme explosive event occurred, approximately 90% of the resident population of over 10,000 had had to relocate at least once and over two-thirds had left the island. Virtually all the island’s important infrastructure was destroyed or put out of use. The private sector collapsed and the economy became largely dependent, directly or indirectly, on British aid funding public sector and related activities.

An area around the volcano, containing about two-thirds of the island, is vulnerable to volcanic hazard and is a no-go area. Around 40% of the island is unaffected by volcanic activity but these areas may be prone to ash falls and volcanic gases during any volcanic activity and if the wind is blowing from south to north. These sometimes cause cancellation of flights to and from the island.

Sign showing the beginning of the exclusion zone on the southern part of Montserrat.

In addition there are three areas around the coastline which are designated Maritime Exclusion Zones where no shipping should enter. The largest of these extends for 4km on the eastern side of the island and there are two on the western side of the island. The most southerly of the two extends for 2km off shore and the third for a half kilometre off shore.

An island-wide siren system is installed to warn of volcanic activity. The sirens are tested daily at 12:00 midday. Radio Montserrat (ZJB) also provides regular scientific updates and advice to listeners.

Drone footage showing the abandoned city of Plymouth – the devastation caused by the multiple eruptions can clearly be seen.

The following sites were used for the creation of this blog post:

https://www.worldatlas.com/articles/the-1995-eruption-of-the-soufriere-hills-volcano-in-montserrat.html

https://www.caribbeanislands.com/montserrat/

The Lake Peigneur sinkhole

Lake Peigneur is a small freshwater lake in Louisiana with a shallow depth of 3 metres (10 feet), which makes it a popular spot for recreational fishermen. All that changed drastically on the 20th of November, 1980.

Located under the lake was the Jefferson Island salt mine, owned by the Diamond Crystal Salt Company. On the surface a Texaco oil rig drilled down searching for petroleum.

Suddenly all work on the oil rig stopped – the drill had become stuck. When the workers heard several pops and felt the rig tilt, they jumped into the barges attached to the rig, cut the safety lines and headed for the shore approximately 275 metres (300 feet) away. 90 minutes later, they couldn’t believe what they were seeing – the $5 million dollar platform and derrick overturned, and disappeared into a lake that was supposed to be shallow.

It seemed that the drill of the rig punctured the roof of the third level of the mine, creating an opening in the bottom of the lake. The lake then drained into the hole, creating a whirlpool similar to the way that water in a bath swirls down the drain hole after the plug is removed. The water quickly started filling the enormous caverns left by the removal of salt over the years, with the force of the falling water quickly expanding the size of the vortex.

A cross-section showing the Jefferson Island salt mine, and how the waters of Lake Peigneur flooded into the abyss, creating a temporary sinkhole.

The tremendous sucking power of the whirlpool was causing violent destruction. It swallowed another nearby drilling platform whole, as well as a barge loading dock, 70 acres of soil from Jefferson Island, trucks, trees, structures, and a parking lot. The sucking force was so strong that it reversed the flow of a 19 kilometre (12-mile) canal which led out to the Gulf of Mexico, and dragged 11 barges from that canal into the swirling vortex, where they disappeared into the flooded mines below.

Lake Peigneur used to drain into Vermilion Bay via the Delcambre Canal, but once the lake had emptied into the mine, the canal changed direction and salt water from the Gulf of Mexico flooded into the muddy lake bed. The backwards flow created a temporary 49 metre (164 feet) waterfall, the tallest in the state, and 122 metre (400-feet) geysers burst periodically from the depths as compressed air was forced out of the flooded mine shafts.

Incredibly were no injuries and no human lives lost. No official blame for the miscalculation was ever decided, because all of the evidence was sucked down the drain.  Days after the disaster, once the water pressure equalised, nine of the eleven sunken barges popped out of the whirlpool and refloated on the lake’s surface. What had been a 3 metre deep freshwater lake was now a 60 metre deep seawater lake.

The source for this blog post was https://www.gizmodo.com.au/2010/11/thirty-years-ago-a-louisiana-lake-turned-into-a-swirling-pit-of-destruction/

Two women and a pilot

At 10 o’clock of the morning of March 18, 1952, two women reached the 405th 7th hole at the Timuquana Country Club in Jacksonville, Florida. They were good golfers. One of them, Bertha Johnson, had been Jacksonville City Champion in 1938 and, now aged in her early 50’s, was still good enough to compete in tournaments. She had been president of the Jacksonville Women’s Golf Association for two years after the end of World War 2. Bertha and her playing partner, 38 year old Mary Dempsey, drove off from the 7th tee and started walking towards their balls. They were oblivious of any danger – it was just another round of golf to be enjoyed.

The pilot was on a routine training flight from the Jacksonville Naval Air Station base that bordered the Timuquana Country Club.

Photo of the Jackssonville Naval Air Station – the Timuquana Country Club course can be seen in the top-left corner.

He was worried – the oil pressure gauge on his Vought F4U Corsair fighter was registering a low reading and engine power was below normal. He called the base to request an emergency landing. The duty runway was cleared and prepared.

The pilot made his approach to the runway, but all was not right. The engine of the Corsair was behaving erratically, so the pilot didn’t have enough control to land the plane. He flew past the runway, turned right and hoped to make another approach with enough control to land. Suddenly, the Corsair’s engine died completely. The plane was now a glider – no power, no noise, and no chance of making it back to the runway. The pilot looked at what was available to land. Was there anywhere to land? He saw a strip of grass on the Timuquana Country Club – it was the 7th fairway.

 

A flight of Vought F4U Corsairs from the Jacksonville NAS in flight.

A man driving a van was making a delivery from his fruit and vegetable stall on Roosevelt Boulevard to the Naval Air Station. He saw the Corsair come in low over the buildings with smoke pouring out of the engine cowling. “It’s going to crash”, he said to his wife. The Corsair pulled back up into the air a little, but no higher than the tree-tops. The man and his wife watched it disappear behind the trees.

Layout of the 7th hole at the Timuquana Country Club. Changes to the tees have resulted in different yardage than was the case in 1952.

Johnson and Dempsey played their second shots about 220 yards from the 7th tee. They then strolled in a leisurely way down the centre of the fairway towards the green. Their caddie, 19 year old Theodore Rutledge, walked about 35 yards behind them, along the eastern side of the fairway. Rutledge looked up, and saw the Corsair. It was coming in silently against the wind, strangely unobtrusive, its long nose and black engine smoke obscuring the pilot’s forward vision. Rutledge yelled a warning to the Johnson and Dempsey, who didn’t hear him, and then ducked and ran.

The Corsair landed in the middle of the 7th fairway and hit the women from behind with the propellor. One body was thrown 35 feet, the other 65 feet. Johnson and Dempsey were killed instantly. The plane continued down the 7th fairway for another 155 yards, veering towards a clump of trees in the rough on the western side of the fairway. It crashed into the trees and the impact broke off the engine and the cowling. The pilot scrambled out of the wreckage and then watched the Corsair burst into flames. He was standing by the burning plane when the course superintendent arrived.

Photo from the 7th fairway looking towards the green. The Corsair veered to the left and crashed into the trees.

“Are you hurt?”, asked the superintendent.
“No, thank God,” said the pilot. “I got out before the fire started”.
Rutledge rushed up and blurted out the news that two golfers had been killed.
The pilot went to pieces.

Front page of the “Miami Daily News” of the 20th March 1952, with the fatal crash the top story.

Andrew Ward’s book “Golf’s Strangest Rounds” – Extraordinary but true stories from over a cenury of history”, Robson Books, London, 1999 p. 154-155 was the source for this blog post.

 

 

 

 

 

 

 

 

 

The SS Fort Stikine explosion – Bombay, 1944

The Fort Stikine was one of 26 identical ships, all 441 feet long and 57 feet across the beam, and all bearing names beginning with the prefix Fort. The Fort Stikine was a solid workmanlike merchant ship of 7,142 gross tons, capable of travelling at ten to eleven knots and carrying more than 7,000 tons of cargo in its holds.  The Fort Stikine’s first and only captain was Alexander Naismith, who took over the ship in May 1942. It was a utilitarian product of the Lend-Lease system in World War 2, under which the United States essentially allowed Great Britain to borrow war supplies on credit until after the war. Huge numbers of ships were supplied on this basis, the object being to maintain trade and keep war materials moving around the world at a time when German U-boats were destroying unprecedented tonnages of Allied shipping.

The SS Fort Stikine – the ship responsible for one of the largest maritime explosions of all time.

The Fort Stikine steamed out of Birkenhead in England in February 1944, bound for Bombay in India, via the Suez Canal. The Fort Stikine was part of a large convoy, and sailed slightly apart from the other ships. The reason for this was the ship’s cargo. Apart from crates containing twelve Supermarine Spitfire fighter aircraft, the cargo also included 1,395 tons of explosives, of which 238 tons was the highly sensitive category A type, stowed in the wings of the ‘tween-decks. The explosives were essential to the war effort in the Far East, and the Fort Stikine was the only ship that was going to Bombay – all of the other ships would turn away to their destinations before the Fort Stikine reached the Indian Ocean.

 

As well as the explosives, there was also another curious part of the ship’s cargo. In the upper half of No. 2 hold there was a specially constructed steel tank measuring five foot by four foot by four foot. Inside the tank had been placed thirty-one wooden boxes, each containing four bars of gold. In 1944, this quantity was worth in excess of £1,000,000. The use of such a vulnerable ship as the Fort Stikine for transit of such a valuable cargo is evidence both of the dire shortage of more appropriate shipping and the urgency with which the gold was required. The lid of the tank had been padlocked and then welded on.

After a stop for coal at Suez, the Fort Stikine reached Karachi on the 30^th of March. The twelve crated Spitfires were unloaded, and in the vacated space the Fort Stikine took on 8,700 bales of raw cotton, several thousand gallons of lubricating oil, sulphur, rice, resin, scrap iron and fish meal. It was highly combustible and sat uneasily with the thousands of tons of explosives already in the ship. Captain Naismith and his senior officers were unhappy about the new cargo but they had no real choice to accept it.

The stowage plan for the SS Fort Stikine, showing the lethal mixture of cotton and explosives in the ship.

The Fort Stikine left Karachi on the 9^th of April and reached Bombay on the 12^th of April, and was put into No 1 berth at the Victoria Dock. According to regulations the ship should have flown a red flag to signify to other ships that it was carrying explosives. Captains were reluctant to fly the red flag, feeling that it made their ships a better target for air attack and possible sabotage. Naismith chose not to fly the flag – possibly a fatal error that sealed the fate of the ship.

As the Fort Stikine had explosives on board, it was given priority for unloading over all other ships berthed in Victoria Dock. The category A explosives could not be directly unloaded onto the dock – they had to be transferred onto lighters and then onto the dock. No lighters were available, which delayed the unloading of the explosives for twenty four hours. In the meantime, dock workers started unloading the oil drums and then to the satisfaction of everyone, the fish meal, which had gone rotten and was putting off a terrible smell.

 

By midday on the 14^th of April very few explosives had been landed. About this time the Chief Officer of the Fort Crevier, berthed opposite the Fort Stikine, first notices smoke issuing from one of the Fort Stikine’s ventilators. Approximately half a dozen other seamen saw the smoke, but also did nothing – it was lunch hour, the docks were at a standstill and an atmosphere of tropical languor hung heavily in the air. Eventually three hoses of water were deployed into the No 2 hold, and it was thought that the fire would be put out in a couple of minutes. The smoke however, continued to build, and the Bombay City fire brigade arrived to also lend their assistance. The officer in charge of explosives at the docks, Captain Oberst arrived at the docks at 2.30 pm and asked to see the Fort Stikine’s manifest. When he read about the explosives, and the burning cotton, he requested that the Fort Stikine should be immediately scuttled, in order to eliminate any chance of a major explosion. Unfortunately for Oberst, the water was not deep enough in the dock for the ship to be scuttled.

Someone noticed that the bulkhead between No 1 and No 2 hold was getting very hot, and two exceptionally brave firefighters descended into No 1 hold and moved all of the detonators that were resting against the bulkhead. It was suggested that the Fort Stikine should immediately head back out to sea, where an explosion would not damage the docks. Once again circumstances conspired against this plan – the ships’ engine was being repaired while in dock, making it impossible for the Fort Stikine to head out into the open seas.

By 3.00 pm it was obvious that the situation was getting worse – millions of gallons of water had been pumped into the hull, but the paint on the outside of the ship began to bubble. The seat of the fire had been identified – the aft port-side corner, and the Bombay fire brigade chief gave the order for a gas cutter to be fetched, so that an opening could be cut in the side of the ship and the fire attacked directly. Incredibly, more problems occurred – the fire brigade’s own cutter did not work, and an order had been placed for a cutter to be sent from the nearby Magazon Docks, but this order had been cancelled by a senior docks official. The order was resent, but to no avail.

The running of water inside the hold was fanning the fire, and not suppressing it, as the water raised the level of the burning cotton which floated on the surface of the water until it was just below the ‘tween-decks where the explosives were stored. By 3.45 pm huge flames began to leap out of the hatchway, and within minutes had reached the height of the Fort Stikine’s mast. Captain Naismith gave the order to abandon ship, and the crown which had gathered to watch the attempts to put the fire out now surged towards the dock gates. At 4.06 pm, Naismith had just completed a final check of the ship to see that all crew members had disembarked, when with cataclysmic force, the Fort Stikine exploded, killing Naismith immediately and many people who were still dockside.

Diagram of the ships at the Bombay docks prior to the explosion, and where they ended up after the explosion.

Pieces of flying metal hurtled through the air and landed up to a mile away. The Jalapadma, a 4,000 ton ship berthed next to the Fort Stikine, was lifted right out of the water and deposited on the quay wall. One of the Fort Stikine’s anchors was caught in the rigging of a ship in a neighbouring dock. Eleven ships were now on fire and four were sunk or sinking. This was not the end of it – at 4.40 pm the explosives in what was left of the aft end of the Fort Stikine blew up, throwing debris 3,000 feet into the air. With such devastation, the casualty list was high, although due to wartime censorship and the chaos and confusion after the explosion, figures vary. Approximately 230 dock employees were killed, along with over 500 civilians, although some sources claim that the total death total was closer to 1,500. The Bombay Fire Service took the brunt of the explosion – of the 156 firemen who were present, 65 were killed and 80 wounded. Approximately 2,500 people were injured. It took three days to bring all of the fires under control, and a further seven months before all of the debris were removed and the docks became operational once more. Here is a a contemporary newsreel report, which features the second explosion and the aftermath of the explosions.

Once the fires had been put out, the authorities thoughts turned to what became of the gold that was stored in the steel tank in No 2 hold. It became obvious that all of the gold bars had been scattered far and wide by the explosion. Many civilians returned bars that they had found after the explosion, with other bars found lying on the ground unclaimed. Whenever the dock was dredged, the odd bar was found, with one of the last finds being in February 2011.

Nigel Pickord, “Lost Treasure Ships of the Twentieth Century”, Pavilion Books Limited, London, 1999, pp. 139-146 was used as the major source for this blog post.