Ship of Fools: The Deviant’s Exile and Other Wrecks

In 1494 in Basel, Sebastian Brant published Ship of Fools (Das Narrenschiff). It is a satirical poem divided into 112 chapters, containing some beautiful woodcuts attributed to Albrecht Dürer.

The image of a boat whose crew is composed entirely of insane men was already widespread in Europe at the time, from Holland to Austria, and it appeared in several poems starting from the XIII Century. Brant used it with humorous and moralistic purposes, devoting each chapter to one foolish passenger, and making a compilation of human sins, faults and vices.

Each character becomes the expression of a specific human “folly” – greed, gambling, gluttony, adultery, gossip, useless studies, usury, sensual pleasure, ingratitude, foul language, etc. There are chapters for those who disobey their physician’s orders, for the arrogants who constantly correct others, for those who willingly put themselves at risk, for those who feel superior, for those who cannot keep a secret, for men who marry old women for inheritance, for those who go out at night singing and playing instuments when it’s time to rest.

Brant’s vision is fierce, even if partly mitigated by a carnivalesque style; in fact the ship of fools is clearly related to the Carnival – which could take its name from the carrus navalis (“ship-like cart”), a festive processional wagon built in shape of a boat.
The Carnival was the time of year where the “sacred” reversal took place, when every excess was allowed, and high priests and powerful noblemen could be openly mocked through pantomimes and wild travesties: these “ships on wheels”, loaded with masks and grotesque characters, effectively brought some kind of madness into the streets. But these celebrations were accepted only because they were limited to a narrow timeframe, a permitted transgression which actually reinforced the overall equilibrium.

Foucault, who wrote about the ship of fools in his History of Madness, interprets it as the symbol of one of the two great non-programmatic strategies used throughout the centuries in order to fight the perils of epidemics (and, generically speaking, the danger of Evil lurking within society).

On one hand there is the concept of the Stultifera Navis, the ship of fools, consisting in the marginalization of anything that’s considered unhealable. The boats full of misfits, lunatics and ne’er-do-wells perhaps really existed: as P. Barbetta wrote, “crazy persons were expelled from the cities, boarded on ships to be abandoned elsewhere, but the captain often threw them in the water or left them on desolate islands, where they died. Many drowned.


The lunatic and the leper were exiled outside the city walls by the community, during a sort of grand purification ritual:

The violent act through which they are removed from the life of the polis retroactively defines the immunitary nature of the Community of normal people. The lunatic is in fact considered taboo, a foreign body that needs to be purged, rejected, excluded. Sailors then beome their keepers: to be stowed inside the Stultifera navis and abandoned in the water signifies the need for a symbolic purifying ritual but also an emprisonment with no hope of redention. The apparent freedom of sailing without a course is, in reality, a kind of slavery from which it is impossible to escape.

(M. Recalcati, Scacco alla ragione, Repubblica, 29-05-16)

On the other hand, Foucault pinpoints a second ancient model which resurfaced starting from the end of the XVII Century, in conjunction with the ravages of the plague: the model of the inclusion of plague victims.
Here society does not instinctively banish a part of the citizens, but instead plans a minute web of control, to establish who is sick and who is healthy.
Literature and theater have often described plague epidemics as a moment when all rules explode, and chaos reigns; on the contrary, Foucault sees in the plague the moment when a new kind of political power is established, a “thorough, obstacle-free power, a power entirely transparent to its object; a power that is fully exercised” (from Abnormal).
The instrument of quarantine is implemented; daily patrols are organized, citizens are controlled district after district, house after house, even window after window; the population is submitted to a census and divided to its minimum terms, and those who do not show up at the headcount are excluded from their social status in a “surgical” manner.

This is why this second model shows the sadeian traits of absolute control: a plagued society is the delight of those who dream of a military society.

A real integration of madness and deviance was never considered.

Still today, the truly scandalous figures (as Baudrillard pointed out in Simulachra and Simulation) are the mad, the child and the animal – scandalous, because they do not speak. And if they don’t talk, if they exist outside of the logos, they are dangerous: they need to be denied, or at least not considered, in order to avoid the risk of jeopardising the boundaries of culture.
Therefore children are not deemed capable of discernment, are not considered fully entitled individuals and obviously do not have a voice in important decisions; animals, with their mysterious eyes and their unforgivable mutism, need to be always subjugated; the mad, eventually, are relegated abord their ship bound to get lost among the waves.

We could perhaps add to Baudrillard’s triad of “scandals” one more problematic category, the Foreigner – who speaks a language but it’s not our language, and who since time immemorial was seen alternatively as a bringer of innovation or of danger, as a “freak of nature” (and thus included in bestiaries and accounts of exotic marvels) or as a monstrum which was incompatible with an advanced society.

The opposition between the city/terra firma, intended as the Norm, and the maritime exhile of the deviant never really disappeared.

But getting back to Brant’s satire, that Narrenschiff which established the ship allegory in the collective unconscious: we could try to interpret it in a less reactionary or conformist way.
In fact taking a better look at the crowd of misfits, madmen and fools, it is difficult not to identify at least partially with some of the ship’s passengers. It’s not by chance that in the penultimate chapter the author included himself within the senseless riffraff.

That’s why we could start to doubt: what if the intent of the book wasn’t to simply ridicule human vices, but rather to build a desperate metaphore of our existential condition? What if those grotesque, greedy and petulant faces were our own, and dry land didn’t really exist?
If that’s the case – if we are the mad ones –, what caused our madness?

There is a fifth, last kind of “scandalous-because-silent” interlocutors, with which we have much, too much in common: they are the corpses.

And within the memento mori narrative, laughing skeletons are functional characters as much as Brant’s floating lunatics. In the danse macabre, each of the skeletons represents his own specific vanity, each one exhibits his own pathetic mundane pride, his aristocratic origin, firmly convinced of being a prince or a beggar.

Despite all the ruses to turn it into a symbol, to give it some meaning, death still brings down the house of cards. The corpse is the real unhealable obscene, because it does not communicate, it does not work or produce, and it does not behave properly.
From this perspective the ship of fools, much larger than previously thought, doesn’t just carry vicious sinners but the whole humanity: it represents the absurdity of existence which is deprived of its meaning by death. When faced with this reality, there are no more strangers, no more deviants.

What made us lose our minds was a premonition: that of the inevitable shipwreck.
The loss of reason comes with realizing that our belief that we can separate ourselves from nature, was a sublime illusion. “Mankind – in Brecht’s words is kept alive by bestial acts“. And with a bestial act, we die.

The ancient mariner‘s glittering eye has had a glimpse of the truth: he discovered just how fragile the boundary is between our supposed rationality and all the monsters, ghosts, damnation, bestiality, and he is condemned to forever tell his tale.

The humanity, maddened by the vision of death, is the one we see in the wretches embarked on the raft of the Medusa; and Géricault‘s great intuition, in order to study the palette of dead flesh, was to obtain and bring to his workshop some real severed limbs and human heads – reduction of man to a cut of meat in a slaughterhouse.

Even if in the finished painting the horror is mitigated by hope (the redeeming vessel spotted on the horizon), hope certainly wasn’t what sparked the artist’s interest, or gave rise to the following controversies. The focus here is on the obscene flesh, the cannibalism, the bestial act, the Panic that besieges and conquers, the shipwreck as an orgy where all order collpases.

Water, water everywhere“: mad are those who believe they are sane and reasonable, but maddened are those who realize the lack of meaning, the world’s transience… In this unsolvable dilemma lies the tragedy of man since the Ecclesiastes, in the impossibility of making a rational choice

We cannot be cured from this madness, we cannot disembark from this ship.
All we can do is, perhaps, embrace the absurd, enjoy the adventurous journey, and marvel at those ancient stars in the sky.

Brant’s Das Narrenschiff di Brant si available online in its original German edition, or in a 1874 English translation in two volumes (1 & 2), or on Amazon.

Mirages

All that we see or seem
Is but a dream within a dream.
(E.A. Poe)

∼ Inferior Mirages ∼

Very hot air close to the ground, colder air above. Light rays refracted from distant objects get deviated by the column of scorching air moving upwards. Here is the classical mirage of Sahara Bedouins, fresh oasis among the dunes and water poodles where there is nothing but dusty desert.

A mirage which is bound to also haunt another kind of nomad, the soul who cannot help but travel because he’s a victim of the highway blues, and he knows all too well that the tarmac road might look wet under the torrid sun.

The more we get close to it, the more the illusion vanishes. We hurry towards the much coveted water to find it was mere deceit; and all our hurrying did was worsen our thirst. “If a mirage were water, why is water not seen by those nearby?Nāgārjuna asked – The way this world is seen as real by those afar is not so seen by those nearby for whom it is signless like a mirage“. Maybe we too will be soon close enough to the truth to realize it is an illusion.

∼ Superior Mirages∼

The ocean liner, in the dark night brightened only by the stars, eased out majestically on the water. Aboard, feasting passengers: on the horizon, a strange mist. Reginald Lee was on watch:

A clear, starry night overhead, but at the time of the accident there was a haze right ahead, […] in fact it was extending more or less round the horizon. There was no moon.

A dark mist, a vague tremor just above the horizon, but too far away to seem like a menacing sign. Then, from the nothingness of that fog, without warning, like a giant bursting on the scene from a funeral curtain, came the huge milky silhouette.

It was a dark mass that came through that haze and there was no white appearing until it was just close alongside the ship.

It looks like it might have gone that way: the Titanic probably sank due to a mirage. The mountain of ice remained hidden until the very last moment inside the sidereal light, which had been bended by the cold of the sea.

Ironically, this was the same kind of mirage which gave another ship, albeit fantastic, an eternal and persistant place in sailors’ fantasies. The immortal Flying Dutchman, floating over the ocean waves, perhaps owes his legend to the illusion called “superior mirage”. Superior, because its phantasmagoria appears above the horizon, and sometimes ships sailing beyond the Earth’s curve, which we shouldn’t be able to see, look like they are suspended in mid air.


Like mountaineers, who fear and respect the mountain, the people of the sea knew a secret which escaped the mainland inhabitants. They were aware of the insidious nature of water, they knew all about whirlpools always ready to gape unexpectedly, about the visions, the magical fires up on the mast, the terrible twin monsters waiting for ships to pass in the narrow strip between Sicily and Calabria.

∼ Fata Morgana ∼

It is right on the Straits of Messina that the Castle in the Sky is sometimes spotted, home to the Enchantress, cruel sister of Arthur son of Pendragon. The witch’s magical arts make the winged castle visible both from the coast of the island and from the opposite shore. Many believed they could conquer its trembling stronghold, and drowned.

Thus Morgan le Fay, “Fata Morgana”, gave her name to the rarest among superior mirages, capable of blending together three or more layers of inverted and distorted objects, in a constantly changing visual blur. The ultimate mirage, where nothing is what it seems; impossible apparitions of distant gloomy towers, enchanted cities, ghost forests. The horizon is not a promise anymore, but a mocking imposture.

∼ The Mirage of Everything ∼

Once upon a time, I, Chuang Chou, dreamt I was a butterfly, fluttering hither and thither, to all intents and purposes a butterfly. I was conscious only of my happiness as a butterfly, unaware that I was Chou. Soon I awaked, and there I was, veritably myself again. Now I do not know whether I was then a man dreaming I was a butterfly, or whether I am now a butterfly, dreaming I am a man.

What Zhuangzi is not considering is the possibility that both him and the butterfly might be a dream: someone else’s dream.
Quantum physicists, who are the modern poets, mystics, artists, suggest ours could potentially be a holographic cosmos. According to some scientists, the whole universe might be a simulacrum, a sophisticated simulation (atoms-pixels), us being the characters who little by little are realizing they’re part of a game. Galileo’s method is now teaming up with the opium eaters’ lucid hallucinations, and math itself seems to tell us that “life is but a dream“.

Among the supporters of the hypothesis of the universe being an elaborate fiction inside an alien algorythm, there is a controversial, visionary innovator who is trying to keep us safe from the dangers of strong AI. His inconceivable plan: to fuse our cerebral cortexes with the Net, forever freeing us from the language virus and, in time, reprogramming  our already obsolete bodies from the inside. Mutate or die!
And this mutation is going  to happen, rest assured, not in two hundred years, but in the next ten or fifteen.

Today we take a look around, and all we see is mirage.
For thousands of years philosophers have been discussing the Great Dream, but never before the veil of Maya has been so thin, so close to be torn at any moment.
What does it mean for us to accept the possible unreality of everything? Does it entail an absolute relativism, does it mean that killing is nothing serious after all, that nothing has value? Weren’t Hassan-i Sabbāh‘s last words “nothing is true, everything is permitted”?
[Old Uncle Bill smiles slyly from his parallel universe, surrounded by seductive centipede-boys.]
Are we instead to understand mirage as a liberation? Because death will finally turn out to be that “passage” every enlightened guru told us about, and this is not the true world? But does a true world really exist? Or is it just another mirage within a mirage?

Zhuangzi, the butterfly man, again:

All the while, the stupid believe they are awake, busily and brightly assuming they understand things, calling this man ruler, that one herdsman — how dense! Confucius and you are both dreaming!  It is a dream even for me to say that you are dreaming.

(Thanks, Bruno!)

Sailing On Top of The Mountains

A vision had seized hold of me, like the demented fury of a hound that has sunk its teeth into the leg of a deer carcass and is shaking and tugging at the downed game so frantically that the hunter gives up trying to calm him. It was the vision of a large steamship scaling a hill under its own steam, working its way up a steep slope in the jungle, while above this natural landscape, which shatters the weak and the strong with equal ferocity, soars the voice of Caruso, silencing all the pain and all the voices of the primeval forest and drowning out all birdsong. To be more precise: bird cries, for in this setting, left unfinished and abandoned by God in wrath, the birds do not sing; they shriek in pain, and confused trees tangle with one another like battling Titans, from horizon to horizon, in a steaming creation still being formed.

(Werner Herzog, Conquest of the Useless, 2009)

This was the genesis of Fitzcarraldo, and chasing this dream Herzog actually lifted a steamboat to the top of a mountain, in order to take it from the  Rio Camisea to the Urubamba; a gigantic effort that entailed death and madness, during what is probably the most legendary and extreme film production in history.

The epic of contrast (here: the boat on the mountain, the sophistication of opera against the barbaric jungle) is what always seduced men into attempting the impossible.
And yet, eighty years before Fitzcarraldo, there was a man to whom this very endeavour seemed not at all visionary. A man who, in this idea of a boat climbing up a mountain slope, saw the future.

Pietro Caminada (1862-1923), was born from the marriage betweeen Gion Antoni Caminada, a Swiss who had emigrated from the Grisons canton to Italy, and Maria Turconi, from Milan. Fascinated since an early age by the figure of Leonardo Da Vinci, he studied engineering and was forced, like many others at the time, to sail towards Argentina together with his brother Angelo, looking for a job. After stopping for a brief tour of Rio de Janeiro, however, he was stunned by the city. He came back on the ship only to get hold of his luggage, and said to his brother: “I’m staying here“.

During the fifteen years he spent in Rio, Caminada worked on several projects regarding the town plan, the harbor refurbishing, and transportation: he transformed the Arcos da Lapa Aqueduct, built in 1750, into a viaduct for the transit of the Bonde, the folkloristic yellow tram which caracterized the Brazilian city until 2011. He was even chosen to design from scratch the new capital, Brasilia, sixty years before the town was actually built.
After this brilliant start, Caminada relocated back to Italy, in Rome. In addition to a wife and three daughters, he also brought with him his most ambitious project: making the Alps navigable.

Certainly this idea had a foremost practical purpose. Connecting Genoa to Konstanz via the Splügen Pass would have allowed for an otherwise unthinkable commercial development, as waterways were affordable and inexpensive.
But in Caminada’s proposal there also was an element of challenge, as if he was defying Nature itself; a fact the papers at the time never ceased to stress. An article, which appeared on the magazine Ars et Labor (1906-1912), began like this:

Man always seems to turn his creativity against the firmest and most solid laws of Nature. He is like a rebellious kid who fancies especially what is forbidden.
— Ah, you did not give me wings, he says to Nature, well I will build me some and fly anyway, in spite of your plans! You made my legs weak and slow, well I will build me an iron horse and run faster than your fastest creatures […]. As wonderful as a moving train might be, it does not upset any of the fundamental principles of Nature’s system; but to sail through the mountains, to sail upwards, to sail across steep slopes expecting this miracle to come only from the energy of channeled water, that is something that turns our most certain knowledge of navigation upside down, something contrary to water’s immutable ways of being […].

The beauty of Caminada’s method to bring boats across the Alps resided in its simplicity. It mainly consisted of a variation of the widely used ship-lock system.
If building a lock “stairway” on different levels remained unthinkable, according to the engineer everything would be easier with an inclined plane:

Imagine holding a cylindrical tube filled with water in a vertical position, the water plane will be round: if the pipe is tilted, the water plane, while always horizontal, will acquire a shape which will be the more elliptical and elongated the more the tube gets close to the horizontal position. If water is let out of the pipe, any floating body on the water plane will come down with it, along a diagonal […]. Thus, if the tube is held vertical the floating body will go up or down following a vertical line: if inclined, the floating body in addition to moving up or down will also travel horizontally. On this simple idea of tubular locks I have built my system of inclined canals, with two lanes in opposite directions.

chiuse   chiuse3

Caminada’s double tubular ship-locks ran in parallel, sharing common usptream and downstream water basins.

One lock is full, the other empty. In the full lock is placed the descending ship; in the empty one, the other boat that has to climb up. The two locks communicate at the bottom through channels or syphons. Upon opening the syphon, the water moves from the full lock to the empty one, lowering and carrying downards the boat in the full lock while lifting up the one in the empty lock, until they reach the same level […]. The operation is completed by closing the communication duct and completely emptying the lock with the descending ship, while from the upstream basin comes the necessary water to fill the lock where the upgoing boat is.

This system, patented by Caminada around the world since 1907, had a huge resonance in those years. It was discussed in articles published by international papers, in conventions and meetings, so much so that many thought the project would become real over a very short time.
Cesare Bolla, who lived in Ticino and disapproved deeply of Caminada’s ideas, even wrote a tongue-in-cheek little poem in 1908, making fun of the inevitable, epochal trasformation that was about to hit Lugano:

Outside my tavern, I’ve put on display
A sign on the window, saying: “Seaside Hotel”.
Folks round here, by a sacred fire consumed,
Only by ships and sails are amused.
[…] it won’t be long, for our own sake,
we’ll gaze at the sea instead of this lake.
Ships will pass in great abundance
All headed for the lake of Constance.

The engineer never stopped working on his dream.

«Caminada — as Till Hein notes — struggled for his vision. He went over and over the details of his project, he built miniatures of his lock system, in many variations. And eventually he built a gigantic model, for the great Architecture Exposition in Milan. With unflinching zeal he tried to convince politicians and officials». He was, like the Bündner Tagblatt once wrote, «an erupting volcano» and had «a restless head, with hair down to his shoulders» […].

(T. Gatani, Da Genova a Costanza in barca attraverso le Alpi, La Rivista, n. 12, dicembre 2012)

But the Genoa-Kostanz route imagined by Caminada was bound to collide, on one hand, with the interests of a Swiss “railroad lobby” who endorsed the building of a train line through the Splügen Pass; on the other, there was Austria, which dominated northeastern Italy and was determined to see that the Kingdom of Savoy couldn’t set a direct connection with Germany, be it by train or ship.

In 1923, at the age of sixty, Caminada died in Rome, and his waterways never became a reality.
His project, which only fifteen years before was seen as the upcoming future, ended up like its inventor in the “mass grave” of memories — except for some sporadic exhibition, and a little country road still bearing his name, situated in the vicinity of the airport entitled to his beloved Leonardo Da Vinci.

Looking back today, the most unfortunate and even sarcastic detail of the story might be a prophecy uttered by King Victor Emmanuel III: when Caminada showed him his plans during a private hearing on January 3, 1908, the King replied: “One day I will be long forgotten, but people will still be talking about you“.

Caminada’s motto, which he repeated throughout his life, is however still true. In two simple Latin words, it encompasses every yearning, every tension towards human limits, every courageous desire of exploring the boundaries: Navigare necesse. It is essential to navigate.

For human beings, setting sail towards new horizons still is, and always will be, a necessity and an imperative.

(Thanks, Emiliano!)

The misfortunes of Willie Dee

As I was going down impassive Rivers,
I no longer felt myself guided by haulers.

(A. Rimbaud, The Drunken Boat, 1871)

In the hypotetical Museum of Failure I proposed some time ago, the infamous destroyer USS William D. Porter (DD-579) would hold a place of honor.
The account of its war exploits is so tragicomic that it sounds like it’s scripted, but even if some anecdotes are probably no more than legends, the reputation the ship earned in its two years of service was sadly deserved.

The career of “Willie Dee“, as the Porter was nicknamed, started off with an exceptional task.
Soon after its launch, the ship was assigned to a top-secret, crucial mission: escorting Franklin Delano Roosevelt across the Atlantic ocean — infested by nazi submarines — to North Africa, where the President was to meet Stalin and Churchill for the first time. The summit of the Three Greats would later become known as the Tehran Conference, and together with the following meetings (the most famous one held in Yalta) contributed to change the European post-war layout.
Yet, on account of Willie Dee, the meeting almost failed to happen.

Destroyers are agile and fast ships, specifically designed to shield and protect bigger vessels. On November 12, 1943, the Porter was ordered to join the rest of the fleet escorting USS Iowa, a 14,000-tons battleship on which the President had already boarded, together with the Secretary of State and the executive top brass.

Willie Dee‘s crew at the time consisted of 125 sailors, under Captain Wilfred Walter’s command. But in times of war the Army needed a vast number of soldiers, and therefore enlisted boys who were still in high school, or had only worked in a family farm. A huge part of military accidents was caused by inexperienced rookies, who has had no proper training and were learning from their own mistakes, directly in the field. Nearly all of Willie Dee‘s crew had never boarded a ship before (including the 16 officials, of which only 4 had formerly been at sea), and this top-secret-mission baptism by fire surely increased the crew’s psychological pressure.

Anyway, right from the start Willie Dee made its debut under a bad sign. By forgetting to weigh anchor.
As Captain Walter was maneuvering to exit the Norfolk harbor, a terrible metal noise was heard. Looking out, the crew saw that the anchor had not been completely raised and, still hanging on the ship’s side, had tore out the railings of a nearby sister ship, destroying a life raft and ripping up other pieces of equipment. The Willie Dee had suffered just some scratches and, being already late, Captain Walter could only offer some quick apologies before setting sail towards the Iowa, leaving it to port authorities to fix the mess.
But it wasn’t over. During the next 48 hours, the Willie Dee was going to fall into a maelstrom of shameful incompetence.

After less than a day, just as the Iowa and the other ships were entering a zone notoriously infested by German U-boats, a heavy explosion shook the waters. All units, convinced they had fallen under attack, frantically began diversion maneuvers, as radar technicians in high alert scanned the ocean floor in search for enemy submarines.
Until the Iowa received an embarassed message from Captain Walter: the detonation had been caused by one of their depth charges, accidentally dropped into the water because the safe had not been correctly positioned. Luckily the explosion had not injured the ship.
As if accidentally dropping a bomb was not enough, things got even more desperate in the following hours. Soon after that a freak wave washed one of the sailors overboard, who was never found. Not one hour after that tragedy, the Willie Dee‘s boiler room suffered a mechanical failure and lost power, leaving the destroyer plodding along in a backward position behind the rest of the convoy.

At this point, aboard the Iowa the anxiety for Willie Dee‘s blunders was tangible. Under the scrutiny of all these high personalities, the Chief of Naval Operations, Admiral Ernest J. King, personally took the radio microphone to reprimand Captain Walter. The skipper, realizing that the opportunities of a high-profile mission were quickly turning into a catastrophe, humbly vowed to “improve the ship’s performance“. And in a sense he kept his word, by causing the ultimate disaster.

Even proceeding at full speed, it would have taken more than a week for the fleet to reach destination. It was therefore of crucial importance to carry out war drills, so that the (evidently inexperienced) crews could prepare for a potential surprise attack.
On November 14, east of Bermuda, the Iowa Captain decided to show Roosevelt and the other passengers how his ship was able to defend itself against an air attack. Some weather balloons were released as targets, as the President and other officials were invited to seat on the deck to enjoy the show of cannons taking them down one by one.
Captain Walter and his crew stood watching from 6,000 yards away, growing eager to participate in the drill and to redeem their ship’s name. When Iowa missed some balloons, which drifted into Willie Dee‘s fire range, Walter ordered his men to shoot them down. At the same time, he commanded a torpedo drill.

Belowdecks two members of the crew, Lawton Dawson and Tony Fazio, made sure the primers were removed from the torpedos — otherwise they would have actually launched — and gave the OK signal to the deck. The bridge commander ordered fire, and the first “fake” torpedo was activated. Then the second, “fire!“. And the third.
At that point, the bridge commander heard the last sound he’d wanted to hear. The unmistakable hiss of a real torpedo trailing away.
To fully understand the horror the official must have felt in that moment, we must remember one detail. Usually in a drill one of the nearby ships was chosen as a practice target. The closest target was the Iowa.

The Porter had just fired a torpedo towards the President of the United States.

WTUS_WWII_Dunlap_pic

Aboard the Willie Dee, hell broke loose. One lieutenant ran up to Captain Walter, and asked him if he had given permission to fire a torpedo. His answer was certainly not a historic war dictum:  “Hell, No, I, I, aaa, iiiiii — WHAT?!“.
Only a couple of minutes were left before the torpedo hit Iowa‘s side, sinking it together with America’s most important personalities.
Walter immediately ordered to raise the alarm, but the strictest radio silence had been commanded to avoid the risk of interception, as the fleet sailed in a dangerous zone. So the signalman decided to use a flashing light instead.
But, falling prey to a justifiable panic, the young sailor who had to warn Iowa of the fatal mistake got quite confused. The mothership began receiving puzzling, uncomprehensible messages: “A torpedo is moving away from Iowa“, and shortly after “Our ship is going in reverse at full speed“.
Time was running out, and realizing that Morse code was not a viable option, Walter decided to break radio silence. “Lion, Lion, come right!” “Identify and say again. Where is submarine?” “Torpedo in the water! Lion, come right! Emergency! Come right, Lion! Come right!
At that point the torpedo had already been spotted from the Iowa. The ship made an emergency manoeuvre, increasing speed and turning right, as all cannons shot towards the incoming torpedo. President Roosevelt asked his Secret Service bodyguard to move his wheelchair to the railing, so he could better see the missile. According to the story, the bodyguard even took out his gun to shoot the torpedo, as if his bullets could stop its course.
Meanwhile, over the Willie Dee a ghastly silence had fallen, as everyone stood frozen, holding their breath and waiting for the explosion.

Four minutes after being fired, the missile exploded in water, not far from Iowa, providentially without damaging it. The President later wrote in his diary: “On Monday last a gun drill. Porter fired a torpedo at us by mistake. We saw it — missed it by 1,000 feet“.

With the best will in the world, such an accident could not be overlooked — also because at that point there was a strong suspicion that the Willie Dee crew might have been infiltrated, and that the claimed clumsy error was in fact an actual assassination plot. So the Iowa ordered the Porter out of the convoy and sent it back to a US base in Bermuda; Walter and his crew shamefully made a u-turn and, once they entered the harbor, were greeted by fully armed Marines who placed them all under arrest. Days of interrogations and investigations followed, and Dawson, the 22-tear-old sailor who forgot to remove the primer from the torpedo, was sentenced to 14 years of hard labour. When he heard of the sentence, Roosevelt himself intervened to pardon the poor boy.

The rest of the convoy in the meantime reached Africa unharmed, and Roosevelt (despite another, but this time real, attempted assassination) went on to sign with Churchill and Stalin those deals which, once the war was over, would radically change Europe.
The Willie Dee was sent off Alaskan shores, where it could not cause much trouble, and in time it became some sort of a sailor’s myth. Other unverified rumors began circulating around the “black sheep” of the US Navy, such as one about a drunk sailor who one night allegedly shot a 5-inch shell towards a military base on the coast, destroying a commander’s front yard. Humorous, exaggerated legends that made it a perfect scapegoat, the farcical anti-heroine into which the anxiety of failure could be sublimated.
The resonance of Willie Dee’s infamous deeds preceded it in every harbor, where invariably the ship was saluted by radioing the ironic greeting “Don’t shoot! We’re Republicans!“.

USS_William_D._Porter_(DD-579)_sinking

The ship eventually sank during the Battle of Okinawa — ingloriously taken down by an already-crashed plane which exploded under its hull.
On that day, more than a seaman probably heaved a sigh of relief. The unluckiest ship in American history was finally resting at the bottom of the ocean.

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(Thanks, Andrea!)

Two underwater graveyards

Along the cove named Mallows Bay, the Potomac River flows placid and undisturbed. It’s been doing that for more than two million years, you’ll have to forgive if the river doesn’t seem much impressed.
Its fresh and rich waters glide along the banks, caressing the hulls of hundreds of submerged ships. Yes, because in this underwater graveyard at least 230 sunken ships lay on the bottom of the river — a surreal tribute, here in Maryland, 30 miles south of Washington DC, a memento of a war among “featherless bipeds”, and of a military strategy that proved disastrous.

On April the 2nd, 1917, President Woodrow Wilson called Americans to arms against imperial Germany. This meant carrying dietary, human and military resources across the Atlantic Ocean, which was infested by German submarines. And supporting an army overseas meant to build the most majestic fleet in the history of mankind. In february 1917, engineer Frederic Eustis proposed an apparently irreproachable plan to lower costs and solve the problem: the construction of wooden ships, cheaper and faster to assemble than iron ships; a fleet so vast as to outnumber the inevitable losses due to submarines, thus able to bring food and weapons to European shores.
But, amidst beaurocratic and engineering delays, the project ironically did not hold water right from the start. Deadlines were not met, and in October 1918 only 134 wooden ships were completed; 263 were half-finished. When Germany surrendered on November 11th, not a single one of these ships had left port.

A legal battle to assert responsibilities ensued, as only 98 of the 731 commissioned ship had been delivered; and even these showed a weak and badly built structure, proving too small and costly to carry long-distance cargo. The maintenance costs for this fleet soon became excessive, and it was decided to cut out the entire operation, sinking the ships where they stood, one by one.

Today Mallows Bay harbours hundreds of fallen ships, which in time turned into a sort of natural reef, where a florid ecosystem thrives. As they were made of wood, these ships are by now part of the river’s habitat, and host algae and microorganisms that will in time erase this wartime folly, by turning it into a part of Potomac itself.
Mallows Bay is the largest ship graveyard in Western Hemisphere. As for the Eastern one, we should look for Truk (or Chuuk) Lagoon in Micronesia.

Here, during the course of another bloody war, WWII, hundreds of airplanes and other Japanese outposts were taken down during the so-called Hailstone operation.

On February 17, 1944, hell broke loose over this peaceful tropical lagoon, when US airforce sunk 50 Japanese ships and aorund 250 airplanes. At least 400 Japanese soldiers met their end here. Most of the fleet still remains in the place where it went down, under the enemy fire.

Foating on the surface of the lagoon’s clear waters, it is still possible to see the impressive structures of these wrecks; and several daredevils dive to explore the eerie panorama, where plane carcasses and battleship keels cover the ocean floor.

Rusted and sharp metal sheets, fluctuating cables and oil spills make the dive extremely dangerous. Yet this graveyard, the largest of its kind in the world, seems to offer an experience that is worth the risk. Among the bended metal of a by now ancient battle are still trapped the remains of those fighters Japan never managed to retrieve. Broken lives, terrible memories of a momentous conflict that claimed more victims than any other massacre.
And here, life flourished back again, covering the wrecks with luxurious corals and sea animals. As if to remind us that the world goes on anyway, never worrying about our fights, nor about the heroic victories we like to brag about.

(Thanks, Stefano Emilio!)

Gli ammutinati della Batavia

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Il viaggio della Batavia era partito male fin dall’inizio.
Quando questa nave della Compagnia Olandese delle Indie Orientali salpò da Texel, nei Paesi Bassi, il 29 ottobre 1628, una violenta tempesta la separò dalle altre sei imbarcazioni della flotta. Tornata la calma, soltanto tre navi erano in vista: la Batavia, appunto, Assendelft e la Buren. Proseguirono il loro viaggio fino al Capo di Buona Speranza, arrivandoci perfino in anticipo di un mese sulla tabella di marcia. Ma già a questo punto era chiaro che c’era sangue amaro fra il comandante Francisco Pelsaert e il capitano Adrian Jacobsz.
Pelsaert era uno degli uomini di maggiore esperienza di tutta la Compagnia, e mal sopportava l’amore del capitano per la bottiglia: l’aveva ripreso severamente, in pubblico e di fronte alla ciurma. Jacobsz, pur facendo buon viso a cattivo gioco, covava la sua vendetta.

Il terzo uomo più importante sulla nave, dopo il comandante e il capitano, era un certo Jeronimus Cornelisz. La sua era una storia strana, perché non era davvero un marinaio: aveva sempre svolto l’attività di farmacista, come suo padre prima di lui. Ma nel 1627 il suo figlioletto di pochi mesi era morto a causa della sifilide, e Cornelisz si era impuntato nel voler dimostrare che era stata l’infermiera a contagiare il bambino, e non sua moglie. Invischiato in azioni legali, era presto andato in bancarotta. Si era imbarcato sulla Batavia proprio per scappare dall’Olanda e fuggire i suoi guai finanziari.
A bordo della nave, Cornelisz divenne amico di Jacobsz; assieme, i due cominciarono a tramare un piano di ammutinamento per spodestare il comandante Pelsaert.

Le navi ripartirono da Città del Capo dirette verso Java, ma poco dopo aver lasciato la terra si persero di vista. La Batavia ora era sola nell’Oceano Indiano. Durante la traversata, Pelsaert si ammalò e restò per gran parte del tempo chiuso nella sua cabina. Fra gli uomini della ciurma, senza il rigido controllo del comandante, le cose cominciarono a precipitare.

Dei 341 passeggeri circa due terzi erano ufficiali ed equipaggio, circa un centinaio erano soldati e il resto era costituito da civili tra cui alcune donne e bambini. Come si può immaginare, essere donna in così stretta minoranza su una nave che ospitava centinaia di uomini, lasciati a se stessi senza una vera disciplina, era piuttosto rischioso. La prima a fare le spese di questa pesante situazione fu Lucretia Jans, una ventisettenne dell’alta società oladese che viaggiava per raggiungere suo marito a Giacarta. Jacobsz ce l’aveva con lei perché aveva rifiutato le sue avances; così nel pieno dell’oceano Lucretia venne assalita da uomini mascherati che la “appesero fuori bordo per i piedi e maltrattarono indecentemente il suo corpo“. Più tardi la donna dichiarerà di aver riconosciuto Jacobz e un suo scagnozzo dalle voci dei molestatori. Non è chiaro se questo incidente facesse in realtà parte del piano di ammutinamento: se Lucretia non avesse riconosciuto gli assalitori, il comandante Palseart avrebbe dovuto punire tutta la ciurma, e forse Jacobz puntava su un’eventualità simile per diffondere il malcontento fra i marinai.
Ma Palseart, a causa della sua malattia, non arrestò né punì i colpevoli. Mentre Cronelisz e Jacobsz architettavano nuovi espedienti per scatenare l’ammutinamento, la notte del 4 giugno 1629 successe qualcosa di imprevisto.

Il 4 di Giugno, un lunedì mattina, il secondo giorno di Pentecoste, con luna piena e chiara circa due ore prima dell’alba durante la veglia del capitano (Ariaen Jacobsz), giacevo ammalato nella mia cuccetta e tutto d’un tratto sentii, con un duro e terribile movimento, l’urto del timone della nave, e immediatamente dopo sentii la nave incagliarsi nelle rocce, tanto che caddi giù dalla branda. A quel punto corsi di sopra e scoprii che tutte le vele erano spiegate, il vento da sudovest […] e che stavamo nel mezzo di una densa nebbia. Attorno alla nave c’era soltanto una rada schiuma, ma poco dopo sentii il mare infrangersi violentemente intorno a noi. Dissi, “Capitano, cosa avete fatto, a causa della vostra incauta sbadataggine avete passato questo cappio attorno al nostro collo?”

(Diario di Pelsaert)

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La Batavia si era incagliata sulla barriera corallina di Morning Reef, nell’arcipelago di Houtman Abrolhos, quaranta miglia al largo della costa ovest dell’Australia. A poco a poco i sopravvissuti vennero trasportati su due isole vicine, Beacon Island e Traitor’s Island. Alcuni uomini, fra cui Cornelisz, rimasero a bordo del relitto. Ma l’arcipelago non offriva a prima vista possibilità di sostentamento per tutti quegli uomini: il cibo scarseggiava (sulle isole si potevano trovare soltanto degli uccelli e qualche leone marino), e il problema più grave era la mancanza d’acqua dolce. Palseart decise, coraggiosamente, di tentare un’impresa impossibile – raggiungere Giacarta con le scialuppe di salvataggio che rimanevano a disposizione.

Alla fine, dopo aver discusso a lungo e ponderato che non c’era speranza di portare l’acqua fuori dal relitto a meno che la nave non fosse caduta a pezzi e i barili fossero arrivati galleggiando fino a terra, o che venisse una buona pioggia quotidiana per alleviare la nostra sete (ma questi erano tutti mezzi molto incerti), decidemmo dopo lungo dibattito […] che saremmo dovuti andare a cercare l’acqua nelle isole limitrofe o sul continente per mantenerci in vita, e se non avessimo trovato acqua, che avremmo allora navigato con le barche senza indugio per Batavia [antico nome di Giacarta], e con la grazia di Dio raccontato laggiù la nostra triste, inaudita, disastrosa vicenda.

(Diario di Pelsaert)

Pelsaert prese con sé 48 uomini fra ufficiali e passeggeri, Jacobsz incluso, e salpò per Giacarta. Ci arrivò 33 giorni dopo, incredibilmente senza perdite umane. Una volta nella capitale, Jacobsz venne arrestato per negligenza. Pelsaert cominciò a organizzare il viaggio di ritorno per salvare i superstiti, ma quello che non sapeva è che nel frattempo qualcosa di davvero inimmaginabile era successo sulle isole.

Cornelisz era rimasto sulla Batavia, incagliata nel corallo; ma poco dopo la partenza di Pelsaert la nave si era completamente sfasciata, portando con sé sott’acqua 40 uomini. Cornelisz riuscì a salvarsi e ad arrivare a riva aggrappandosi ai relitti galleggianti. I naufraghi erano amareggiati e furibondi d’essere stati abbandonati nel momento del bisogno dal loro comandante; Cornelisz quindi ebbe facile gioco nel reclutare una quarantina di uomini senza scrupoli per assicurarsi il potere sul gruppo. La sua intenzione iniziale era quella di catturare qualsiasi barca fosse arrivata per salvarli, e usarla per partire per conto proprio. Ma con il passare dei giorni un altro, più oscuro e folle progetto si fece strada nella sua mente: sarebbe diventato il tiranno incontrastato di quelle piccole e sconosciute isole, e avrebbe costruito un suo privato regno di piacere e di terrore, nel quale passare il resto della sua vita.

Chiaramente Cornelisz doveva eliminare qualsiasi oppositore o individuo pericoloso; così cominciò sistematicamente a sbarazzarsi degli altri sopravvissuti. All’inizio Cornelisz procedette in maniera subdola, spedendo per esempio una quarantina di mozzi a Seal Island, con il pretesto che lì si trovavano delle fonti d’acqua dolce; egli sapeva bene che in realtà non ce n’erano, e li abbandonò al loro destino. Un gruppo di soldati al comando di un certo Wiebbe Hayes vennero mandati ad esplorare delle isole all’orizzonte (West Wallabi Island), con l’intesa che sarebbero stati recuperati appena avessero acceso dei fuochi di segnalazione. Anche questa volta Cornelisz, ovviamente, non aveva alcuna intenzione di tornare a riprenderli.

Se fino ad allora Cornelisz si era mosso discretamente, pian piano ogni scrupolo venne a cadere. Alcuni uomini furono imbarcati per finte ricognizioni, e spinti fuori bordo dai sicari di Cornelisz; altri annegati direttamente sulla spiaggia. I potenziali oppositori erano ormai debellati, il dominio di Cornelisz divenne assoluto e con esso l’escalation di violenza non conobbe più freni. Cornelisz aveva stabilito che il numero ideale di abitanti dell’isola era di 45 persone – tutti gli altri andavano decimati senza pietà. Vennero organizzate le esecuzioni, infermi e malati per primi. I bambini vennero tutti massacrati. Alcune donne furono risparmiate soltanto per diventare schiave sessuali dei nuovi padroni dell’isola; Cornelisz si riservò come ancella personale proprio quella Lucretia Jans già concupita da molti marinai sulla Batavia.
Quando ci si accorse che sulla vicina Seal Island il gruppo d’esplorazione abbandonato a morire era in realtà ancora in vita (si potevano vedere i superstiti aggirarsi sulla spiaggia), Cornelisz inviò i suoi uomini ad ucciderli; missione che essi portarono a termine senza problemi.

Il controllo di Cornelisz era totale. Nonostante non avesse commesso personalmente alcuno dei crimini (aveva provato ad avvelenare un bambino senza successo, lasciando poi ad altri il compito di strangolarlo), con il suo carisma induceva i sottoposti ad agire per lui. A dire la verità, con il passare dei giorni, non vi fu nemmeno più il bisogno di convincerli:

Con una banda devota di giovani assassini, Cornelisz cominciò a uccidere sistematicamente chiunque credeva potesse essere un problema per il suo regno di terrore, o un peso per le loro limitate risorse. Gli ammutinati divennero inebriati di omicidi, e nessuno poteva più fermarli. Avevano bisogno soltanto della minima scusa per annegare, picchiare, strangolare o pugnalare a morte le loro vittime, donne e bambini inclusi.

(Mike Dash, Batavia’s Graveyard)

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Fra i testimoni, il predicatore Gijsbert Bastiaenz assistette impotente a tutte queste orribili carneficine, e vide trucidare di fronte a sé sua moglie e le sue figlie, tranne la primogenita che uno degli uomini di Cornelisz aveva preteso per sé. Scriverà il resoconto dell’eccidio in una lettera che ci è arrivata intatta.

Ma un giorno successe qualcosa che Cornelisz non aveva previsto: un fuoco di segnalazione venne avvistato su una delle isole all’orizzonte dove erano stati abbandonati Wiebbe Hayes e i suoi soldati. Chiaramente erano riusciti a trovare dell’acqua, e questo complicava le cose per Cornelisz: significava che il gruppo aveva mezzi per sopravvivere, e il pericolo era che quei soldati raggiungessero per primi le eventuali navi di salvataggio in arrivo.
Wiebbe Hayes però era stato avvisato dei massacri che avevano luogo su Beacon Island da alcuni uomini riusciti a fuggire; aveva dunque avuto il tempo di organizzare le sue difese. I suoi soldati avevano costruito armi di fortuna con i materiali arrivati a riva dal naufragio; avevano perfino costruito un piccolo fortino con pietre e blocchi di corallo. A questo punto erano meglio nutriti, e meglio addestrati, dei sicari di Cornelisz, e quando questi arrivarono per dare battaglia riuscirono a sconfiggerli facilmente in diversi scontri.

Quando Cornelisz vide tornare i suoi uomini a mani vuote, andò su tutte le furie e decise di prendere direttamente il comando delle operazioni. Attaccò Hayes, ma venne fatto prigioniero; e qui il suo regno sanguinario, durato per ben due mesi, conobbe la sua fine. A questo punto infatti comparve all’orizzonte una nave. Era Pelsaert che tornava a salvare i naufraghi, ignaro dei terribili eventi.

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Il giorno 17, di mattina all’alba, abbiamo levato ancora l’ancora, il vento a nord. […] Prima di mezzogiorno, avvicinandoci all’isola, vedemmo del fumo su un lungo isolotto due miglia ad ovest del relitto, e anche su un’altra piccola isola vicino al relitto, fatto per cui eravamo tutti molto felici, sperando di trovare un buon numero, se non tutti quanti, ancora vivi. Quindi, appena gettata l’ancora, navigai in barca fino all’isola più vicina, portando con me un barile d’acqua, pane di mais, e un fusto di vino; arrivato, non vidi nessuno, cosa che ci diede da pensare. Sbarcai a riva, e allo stesso momento vedemmo una piccola barca con quattro uomini che aggirava la punta nord; uno di loro, Wiebbe Haynes, saltò giù e corse verso di noi, gridando da lontano, “Benvenuti, ma tornate immediatamente a bordo, perché c’è un gruppo di furfanti sulle isole vicino al relitto, con due imbarcazioni, che hanno intenzione di catturare la vostra nave”.

(Diario di Pelsaert)

Haynes spiegò al comandante che aveva preso in ostaggio Cornelisz; Pelsaert catturò senza problemi gli ammutinati, e nei successivi interrogatori ricostruì l’intero accaduto. I crimini commessi, oltre ovviamente all’omicidio di svariate persone, includevano anche innumerevoli stupri e il furto di beni della Compagnia e di effetti personali dei passeggeri.
Il 2 ottobre 1629 venne eseguita, sulla stessa Seal Island, la condanna dei colpevoli. Agli ammutinati venne tagliata la mano destra, prima di essere impiccati. Per Cornelisz la pena comportò l’amputazione di entrambe le mani, prima di salire sul patibolo.

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A Giacarta infine si decisero le sorti degli ultimi protagonisti di questa vicenda.
Il capitano Jacobsz, che era già prigioniero, nonostante le torture non confessò mai di aver tentato l’ammutinamento sulla Batavia; morì probabilmente in prigione.
Il comandante Pelsaert venne ritenuto responsabile di mancanza d’autorità. Gli vennero confiscati tutti gli averi, e nel giro di un anno morì di stenti.
Wiebbe Hayes, che aveva invece combattuto coraggiosamente, divenne un eroe. La Compagnia lo promosse a sergente e in seguito a luogotenente.

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Quello della Batavia è considerato uno degli ammutinamenti più sanguinosi della storia: dei 341 passeggeri originari, soltanto 68 sopravvissero (intorno al centinaio secondo altre fonti). Alcune vittime furono ritrovate, in fosse comuni, durante gli scavi archeologici. Se il relitto e i resti umani sono esposti al Western Australian Museum, a Lelystad nei Paesi Bassi è possibile ammirare una straordinaria replica della Batavia, eseguita a cavallo fra gli anni ’80 e ’90, e costruita con gli stessi attrezzi, metodi e materiali che si usavano nel Seicento.

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La nave nel buio

Trascorse il logorìo di giorni e giorni.
Ogni gola riarsa e vitreo ogni occhio.
Il logorìo di giorni e giorni!
(S.T. Coleridge, La ballata del vecchio marinaio)

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Talvolta la storia supera qualsiasi racconto folkloristico per macabra fantasia e inaudite coincidenze.

Le Rodeur partì dal golfo del Biafra nell’aprile del 1819, diretto all’isola di Guadalupa. Era una nave schiavista francese, e ospitava a bordo 22 uomini dell’equipaggio e 162 schiavi.
Stipati nel buio della stiva in condizioni igieniche orribili, gli schiavi venivano nutriti poco e male: cibo scarso e spesso avariato, e mezzo bicchiere d’acqua al giorno.

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Dopo 15 giorni di viaggio, alcuni degli schiavi cominciarono a diventare ciechi. All’inizio non venne data molta importanza alla cosa, ma la malattia degli occhi era evidentemente infettiva e l’epidemia cominciò a dilagare fra i prigionieri. Il medico di bordo, convinto che la causa fosse l’aria insalubre e impura che si respirava nella stiva, ordinò che agli schiavi fosse di tanto in tanto permesso di prendere una boccata d’aria. Ma, di fronte agli attoniti marinai, una volta portati sul ponte, molti fra questi schiavi si abbracciavano e si gettavano fuori bordo stretti l’uno fra le braccia dell’altro, impedendosi vicendevolmente di nuotare così da annegare più velocemente. Saltavano davvero “nella speranza, che prevale così universalmente tra di loro, che [i loro spiriti] sarebbero stati velocemente trasportati indietro alle loro case in Africa” – come sosteneva un anno dopo M. Benjamin Constant nel suo discorso alla Camera dei Deputati di Francia? Probabile, ma possiamo anche immaginare che per un uomo catturato, incatenato, chiuso al buio in condizioni terrificanti e i cui occhi avevano smesso di vedere la luce, le onde del mare sembrassero un destino preferibile a quello  che lo attendeva sul Rodeur.

Quale che fosse la motivazione, al capitano della nave non piaceva affatto perdere il suo prezioso carico in quel modo. Così ordinò che gli schiavi che venivano fermati mentre tentavano il suicidio, fossero poi fucilati o impiccati di fronte ai loro compagni.

Ma l’epidemia non si fermava: in breve tutti i prigionieri persero la vista, e allora fu lo stesso capitano a cominciare a gettare gli schiavi fuori bordo, nel tentativo di arginare l’avanzare della malattia (e di risparmiare sui costi di mantenimento per una “merce” ormai invendibile); 36 uomini persero la vita così, buttati alle onde.

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A poco a poco anche l’equipaggio cominciò ad essere inesorabilmente infettato dall’oftalmia, finché rimase soltanto un uomo ancora capace di vedere. L’unico in grado di stare al timone, e di cercare di riportare il Rodeur verso la salvezza – e forse anche la sua vista aveva le ore contate.

A tentoni, nelle tenebre della cecità, i marinai si diedero il cambio per giorni alle corde, senza speranza. E poi, un mattino, successe quello che il giornalista John Randolph Spears definì “uno degli incidenti più rimarchevoli della storia del commercio marino”. Mentre cercava disperatamente di recuperare la rotta, il solitario timoniere del Rodeur avvistò una nave che avanzava a vele spiegate: era la goletta schiavista spagnola Leon. La gioia esplose fra la ciurma: la fortuna aveva portato dei soccorsi proprio verso di loro!

Mentre la nave spagnola si avvicinava, però, gli occhi affaticati del timoniere si accorsero che essa sembrava andare alla deriva – le gomene erano lente e sfatte, e il ponte completamente deserto. Pareva un relitto galleggiante, abbandonato al mare, che si prendeva gioco delle loro speranze di salvataggio. Ma il Leon non era completamente deserto: arrivati a una distanza sufficiente da poter essere sentiti, i marinai francesi si misero a gridare verso la nave e finalmente degli uomini cominciarono ad apparire. Ma i passeggeri della nave straniera erano allucinati e terrorizzati tanto quanto i marinai del Rodeur: aggrappandosi alla balaustra, gli spagnoli risposero urlando che tutto il loro equipaggio era divenuto cieco a causa di una malattia sviluppatasi fra gli schiavi. In un attimo la speranza si trasformò in orrore, perché proprio dalla nave che avrebbe dovuto portare il Rodeur fuori dall’incubo, arrivava ora una preghiera di salvezza.

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Colpite dallo stesso morbo e incapaci di darsi aiuto, le due navi si separarono.
Il 21 Giugno il Rodeur raggiunse Guadalupa; secondo la Bibliothèque Ophthalmologique, l’unico uomo che era scampato all’oftalmia divenne cieco tre giorni dopo essere riuscito a ricondurre in porto la nave.
Il Leon invece si perse nell’Atlantico, e non se ne seppe più nulla.

Una crociera agitata

Una tranquilla crociera nell’Oceano Pacifico si trasforma in pochi attimi in un disaster movie. Le telecamere di sicurezza della Pacific Sun Cruise, nave australiana, mostrano il caos scatenato all’interno dell’imbarcazione da una tempesta con onde alte diversi metri. Il bilancio: 42 feriti sui 2403 passeggeri a bordo.

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