The graphic novel “Le murmure de la mer”, by Hippolyte.
The graphic novel “Le murmure de la mer” is a tribute to the work of the Ocean Viking’s crew, the rescue ship belonging to the SOS Méditerranée group. Its mission is to rescue migrants leaving North Africa, particularly the Libyan inferno.
Those refugees find themselves overcrowded on makeshift boats, drifting endlessly in the middle of the sometimes raging Mediterranean Sea. Often, the rafts brush up against Libyan oil platforms. Day and night, the coast guards pursue the migrants and brutally drag them back to Libya.
After a first blocked attempt to participate in a rescue, the author climbs aboard the Ocean Viking in 2020 as a journalist, cartoonist and crew member. He’s directly involved in the salvage operations, and recounts his experience in a series of beautiful sketches and touching photos.
Readers appreciate the great discipline and preparation required to carry out salvage missions in an orderly and safe manner for all concerned. Sentimentality has no place when rescuing migrants in crisis. Not following procedures can result in further deaths, including those of crew members.
A page from the graphic novel “Le murmure de la mer”.
We bear witness to the crew’s successes and failures in their attempts to rescue as many people as possible. The sailors of the Ocean Viking face administrative blockades from Italy, which seeks to limit the considerable arrival of refugees.
First among these attempts to hinder rescue operations is the obligation for the ship to remain docked for long periods for different reasons.
Next is the requirement to transfer the new migrants to ports far from the Ocean Viking’s position. These ports are deliberately chosen by the Italian government to generate fuel costs and lengthy delays between each recovery mission. This drag prevents thousands of refugees from being salvaged.
We must, however, question the involvement of other states when it comes to admitting migrants. The misfortune of people living in countries disadvantaged by ruthless dictatorships, climate change or poverty accelerated by the plundering of wealth is everyone’s responsibility.
Once the refugees are on the boat, the crew still has to secure them, care for them and prepare them for transfer to their next land of welcome. We all know the story of those vessels which have picked up hundreds of Africans in difficulty, and which remain immobilized for weeks while awaiting clearance to transfer the survivors to a new territory. Yet the law of the sea states that any ship’s captain who learns that human beings are in peril on a body of water must render assistance.
In short, a fascinating and informative read. It increases our understanding of the challenges faced by crews helping humans in danger on the Mediterranean Sea.
Non fiction comic book “Mégantic – Un train dans la nuit”.
We have all heard of the tragedyexperienced by the inhabitants of Lac-Mégantic in 2013, when a driverless oil train from the CP railway company pulling hundreds of cars of explosive petroleum derails in the middle of the night, explodes and kills 47 inhabitants of the city.
The comic book (or graphic novelaccording to some) “Mégantic – Un train dans la nuit ” adds to the information that we already knew about this tragedy. It also exposes several key pieces of information overlooked by the media.
Author Anne-Marie Saint-Cerny worked for years on the file and, in order to convey the content and the emotions in images, enlisted the help of Christian Quesnel. The result is extremely interesting. The formula works: the drawings are very precise, the layout leaves room for the reader to reflect on the events, the colours are appropriate.
In the train explosion in Lac-Mégantic, there are multiple factors to consider, among others:
1) Executives of the CP company making catastrophic choices.
2) As always, a desire to meet the demands of shareholders. There is a reduction in staff and the company self-assesses when it comes to safety.
3) One driver only is allowed for a train carrying hundreds of tanks of explosives.
4) Politicians agree to the new cuts proposed by the company.
5) There is some magical thinking involved: if something goes wrong with the driver, the train stops on its own thanks to a mechanism which, however, is always likely to fail eventually.
6) Dated rails.
7) The transport of dangerous goods is granted to the MMA, a company with a dubious reputation .
8) The DOT-111 tanks are too fragile for hazardous materials and targeted in more than 25 surveys.
9) There is an agreement to tamper with the oil bill of lading. Instead of indicating the code PG1 (the most dangerous, the most explosive) as it should be, it is instead PG111 (not dangerous) that is written.
10) The lead locomotive is terribly worn.
11) The driver reports a problem with his old locomotive. He is ordered to continue on his way.
12) In Lac-Mégantic, the train is heating up. The driver is ordered to apply the brakes and let the engine run. The driver is then allowed to leave the premises and go to bed. This is one of the repercussions of allowing a single driver on a train.
13) During the night, a fire starts on the lead locomotive, the one that had problems. The firefighters shut down the engine. “By turning off the engine, the air pressure in the air brakes is released. Eventually, the train will start to move on its own and descend the slope towards Lac-Mégantic.”
With just one driver gone to sleep somewhere, there are now 5,000,000 litres of explosivesstarting to move on the rails and no one will stop them.
“Firefighters believe they are fighting low flammable oil. They are unaware that the CP and World Fuel have falsified the papers, camouflaging their oil classified as the most explosive and dangerous.” There are 47 dead, including several suicides.
Now that there has been a disaster, those involved directly or indirectly are passing the buck, as is the custom in tragedies. The graphic novel mentions, at the political level, the names of Denis Lebel, Lisa Raitt, John Baird and later Marc Garneau. At CP, the author mentions Hunter Harrison. The MMA’s CEO Edward Burkhardt is also mentioned.
Changes happen, but not the ones you would think…
Naomi Klein analyzes the “shock strategy” devised by Milton Friedman. In step 1, “we take advantage of what the population while it is still dazed: they will not be able to oppose what we want to impose on them.” The zoning is being quickly changed to include the expropriation of houses that are totally outside the disaster-affected area. There are some people who are interested in these properties…
In step 2 of the “shock strategy”, we “use the excuse of mandatory decontamination to wipe out the Old World. Excluding the population from the scene of the tragedy, so that they cannot cling to it, so that there is no going back. “
Finally, step 3: “Faced with a population whose shock has been exacerbated by the destruction of its landmarks and habits, we can launch a reconstruction or reinvention which will be received with resigned acceptance“. We have the case of people living in Fatima, a remote area spared by the disaster: owners must quickly sign their expropriation or they shall lose everything. When the former owners are finally gone, a Jean Coutu pharmacy comes to settle on the vacated land.
On the legal side, the small players are targeted and the investigation is limited as much as possible. Takeovers are carried out and returns to shareholders multiplied.
The book flaunts some of the political and entrepreneurial maneuvers aimed at protecting the railway companies. Even at the dawn of 2022, eight years later, the rails still pass through downtown Lac-Mégantic.
“MMA-Canada, essentially bankrupt, has paid nothing and has not been sued.“
“Nothing has changed in rail laws in Canada since the tragedy: companies self-regulate, self-monitor and, in the event of an accident, self-investigate. Thus, it was the CP itself that investigated the deaths of three of its employees in an accident in February 2019 in British Columbia. The CP investigator, prevented from investigating, denounced his employer and called for an independent investigation by the Royal Canadian Mounted Police (RCMP) and the Transport Safety Board (TSB), an investigation immediately accepted by the chief investigator responsible for the case at the TSB. That same day, this TSB investigator was dismissed from his post. The CP investigator concluded on a CP no-fault.”
Airmail OACI In flight with the United Nations 1971
I got this first day cover thirty years ago. It had no real monetary value but certainly a historical value for whoever is interested in aviation and airmail history.
After multiple hijacked flights in several countries, hijacks that could easily have been avoided, the pilots got tired of the situation and decided to take matter into their own hands. With both pilots and politicians involved, the situation progressively changed.
International laws were modified and security was also increased, both at airports and in the aircrafts.
Airmail Airline Pilots Special 747 Flight Committee 1971 New-York to Montreal
Below is a quote from the ICAO document:
“The series of skyjacking incidents, several of them desperate and dramatic, was a great and particular concern for the Air Line Pilots Association (ALPA, Member of IFALPA, the largest airline pilot union in the world representing pilots from U.S. and Canadian airlines); ALPA sought an innovative step and an extraordinarily direct method to intensively lobby influential politicians from all over the world, as the fundamental problem in advancing a solution to the skyjacking problem laid in the realm of politics. A Boeing 747 sponsored by ALPA was rented from Pan Am and nearly 300 United Nations personnel flew on Saturday 6 November 1971 on a short international flight from New York to Montréal, being the home of ICAO; the aircraft was piloted by Captain Stanley L. Doepke of Pan Am. More than 30 crewmembers who had been skyjacked placed these world political leaders in a controlled and dramatic situation where they could hear their stories. All the international politicians from the UN General Assembly who accepted ALPA’s hospitality on the Montréal excursion went home vowing immediate action by their countries. A special first day cover was issued to commemorate this unique event and a medal was given to the UN Delegates. More information on this issue can be obtained by clicking on the following link: Hijacked Pilots Urge UN Action.
However, even with these two new Conventions signed in 1971, the issue on sanctions was not sufficiently addressed and a few terrorist actions early in 1972 gave rise to grave concern and threat to the safety of civil aviation; it was felt that perpetrators of such acts were not or not appropriately brought to justice. Because governments had failed to deal adequately with such hijacking, the International Federation of Airline Pilots’ Associations (IFALPA) called for a world-wide 24-hour shutdown of services by pilots on 19 June 1972. The United States pressed in the ICAO Council for rapid action to complete the work on a convention which would provide for sanctions against states that did not punish hijackers. The ICAO Council adopted on 19 June 1972 a Resolution which directed the Legal Committee to convene immediately a special Subcommittee to work on the preparation of an international convention to look at this issue of sanctions.”
The Quebec Bridge, the longest cantilever type bridge in the world, celebrated its 100th anniversary in 2017. For the occasion, several activities were organized in Quebec on September 23rd 2017, culminating with fireworks near the bridge.
Reflections on the St. Lawrence Seaway. The 100th anniversary of the Quebec Bridge was celebrated with fireworks.
Several workers lost their live while attempting to build the bridge. A Wikipedia article resumes its history: The Quebec Bridge
In 2017, the safety issue was brought back in the news. This time it was about the lack of maintenance that favored an increasing amount of rust on the metallic structure.
The funds that would allow to paint the bridge on a regular basis seems hard to find. The bridge owner, the Canadian National Railway Company, and the different levels of government are attempting to find a solution that would be acceptable for all. This discussion has been going on for years. While the bridge holds on, everything is fine.
September 23rd 2017 celebration for the 100th anniversary of the Quebec Bridge.
About the photography
During the fireworks several boats equipped with an additional lighting system approached the bridge.
It was impossible to get really sharp shots of the boats since they were constantly moving due to the strong current of the St. Lawrence Seaway.
The fireworks lasted about thirty minutes and attracted a huge crowd, both along the St.Lawrence Seaway and on the higher grounds of bothLévis and Quebec City.
Fireworks for the 100th anniversary of the Quebec Bridge
Frequent adjustments of the camera’s aperture and ISO were needed since it is always very demanding for a camera to deal with sudden burst of lights appearing in the darkness. It was necessary to limit the exposure time in order to avoid an accumulation of blurred light trails.
The Quebec Bridge is 100 years old in 2017
The pictures were taken with a Canon 5DSR full frame camera mounted on a tripod. A Canon EF 24-70mm f/2.8L USM was used to capture the fireworks.
The 2016 televised political debates on CNN between Hillary Clinton and Donald Trump put forward the topic of racism in the United States. Chicago was specifically mentioned as it detains the national record for violent deaths. The book “Histoire de Chicago” allows, among other subjects, to better understand what feeds social inequalities between Blacks and Whites since the creation of Chicago.
The reader understands that it is not the cultural deficiencies that are at the base of the problems but an institutionalized racism and the economic choices of the different municipal administrations.
The city grew set against a background in which the color of a person’s skin determined the type of work that he or she was allowed to occupy. Eventually, even urban planning was designed so that Blacks and Whites would be separated: the artificial walls created by the construction of the Dan Ryan Expressway or the Dearborn Park are in themselves good examples.
In 2016, the polls show a strong support for the Unites States republican candidate Donald Trump. Trump knows Chicago very well and he had his “Trump Tower” built there.
The republican candidate takes over in his political platform some of the elements that have made the popularity and success of the Daley family who ruled over Chicago for decades: the exploitation of fear between ethnical groups to build and maintain a political power, the idea of building a wall and the use of torture as a simplistic solution to complex problems.
This populism attracts a certain class of American electors who are easily scared by the differences between people and cultures.
The book “Histoire de Chicago” is very much a reflection of what is happening today and the authors do no fear to raise delicate political subjects.
Cover of the book “Histoire de Chicago” by Andrew Diamond and Pap Ndiaye
Chicago
Chicago became a territory of the United States with the Treaty of Paris in 1783. Subsequently, natives progressively lost their lands through different manoeuvers, among them the signature of contracts while they were drunk. Around 1830, when the Indians were definitely gone, the speculative fever started.
Railways
Starting around 1860, Chicago organized itself to become the main hub for the most important railway companies of the United States. The city grew very quickly. Passengers, livestock, cereals and other merchandise had to transit through Chicago. The city depended on the train to grow, and the railway companies depended on Chicago to be profitable.
The rapid growth of Chicago’s population was essentially the driver of migration from Europe (Irish, Germans, Polish and Italians). The evolving and often violent relationships between Chicago’s ethnic groups is well explained in the book.
Retail stores
Just before 1900, the Chicago population witnessed the creation of the first retail stores in which a customer could order through a catalogue and use credit. New categories of employees and managers were added to the working population and helped shape the middle class.
Black immigration in Chicago
Around 1910, there was an important increase in the Black immigration coming from southern United States. Chicago was an abolitionist city. This does not mean that it was favoring racial equality but that it was against slavery. In fact, Chicago progressively became the most segregated city in the United States.
Blacks were massively arriving from southern United States, not only for economic reasons but also to get away from the slavery, racial violence and segregation that was the norm in multiple states. Although far from ideal, the situation in Chicago was better than in the south of the country.
The First World War considerably reduced the number of immigrants coming from Europe. This created a serious problem for a city that was benefiting from numerous military contracts and needed a very high number of employees in its manufacturing companies. This also favored the “great migration”, which is to say “the spectacular intensification of the Afro-American migration towards the North-East and Middle West major urban centers […]” (p.143)
Chicago’s slaughterhouses
Chicago was renowned for the very high number of its slaughterhouses, in particular its pork slaughterhouses. The smell and pollution created by this activity was terrible. Chemical laboratories allowed for the commercial use of all parts of an animal. The writer Georges Duhamel wrote in his book that in Chicago “nothing leaves the slaughterhouse but the squeal” (p.63).
Black workers did not have the right to work in the Chicago steel industry and had to limit themselves to slaughterhouses where they were hired as manual workers. They had no access to qualified jobs.
The Second World War
During the Second World War, Chicago was competing with other major American cities to obtain huge military contracts. The city did not manage its efforts to show it supported the American government. Chicago eventually received billions of dollars for the construction of tanks, tractors, torpedoes, bombs and aircrafts (among them the B-29 bomber aircraft).
To compensate for the lack of manpower, since a lot of men enrolled as volunteers and had gone to war, women massively entered the workforce. Employers saw an opportunity to maximize their profits by reducing the salaries of working women, which corresponded only to 65% of the men’s salary for the same work. This represents the way women were thanked for their effort and collaboration.
Transformation of the Chicago economy
A United Airlines Boeing B747 is taxiing over the expressway at the Chicago O’Hare international airport (on aviation postcard)
Chicago experienced a profound transformation during the ‘70 s. The closure of the slaughterhouses in 1971, and the diminishing demand for steel mills products signalled the end of the industrial era. It was followed by an opening on the international and the development of a new economy based on specialized services like finance, real estate, insurance, marketing, publicity and legal services.
The Chicago mayor, Richard M. Daley, fostered the establishment of a new socio-professional class of creators in the city (design, arts, music, etc.) by considering it like another “ethnic group” who needed privileged space to express itself.
The development of housing estates and complexes during the ‘60s and ‘70 s
During the ‘60s and ‘70s, the Chicago landscape was profoundly modified. Huge housing estates and complexes were built (Magnificent Mile, Sandburgh Village, Marina City, Lake Point Tower, Dearborn Park) where the White population lived, in the north part of the city. The Chicago Tribune said of Dearborn Park that it was “a fortress reserved for Whites and aimed at protecting the financial district against the Blacks”.
The Daley administration had to fight against urban sprawling and consequently favored the construction of skyscrapers to maintain the presence of Whites in the central area while receiving more property taxes. Two stock exchange institutions were created, the Chicago Board of Trade (CBOT) and the Chicago Mercantile Exchange (CME). The creation of those two institutions as well as of the complexes did not do anything to change the dynamic between the Whites and the Blacks.
The racial segregation
Although Martin Luther King was a dominant figure in the fight for the civil rights of the Blacks in the United States, the authors underline that the black population of Chicago had not waited for a leader to promote their rights as they had already started to mobilize themselves years before.
Martin Luther King’s ideas on the integration of Blacks did not receive the support of everyone in the black community, especially the Chicago black politicians who benefited from a special treatment from the Daley machine, which favored the status quo.
Chicago’s mayor Richard M. Daley experienced much success. To stay in power, the Daley Machine “rested squarely on the continued separation and competition between communities”. (p.322-323) The separation between Blacks and Whites was planned and maintained. There was and there are still two Chicagos.
A highway, the Dan Ryan Expressway, was even positioned in such a way that it would create an artificial wall between the Daley’ s district, Bridgeport and the Black Belt: “This was the most massive obstacle that the city could build, other than a wall, to separate the white South Side from the Black Belt” (p.259).
The Daley Machine
We cannot talk about Chicago without underlining the importance of the Daley family and its political machine: “Through an authoritarian control of the “machine”, Richard J. Daley and his son Richard M. Daley, each one in his own style, dominated the Chicago political scene for forty-three years, between 1955 and 2011.
During that period which saw the development and the subsequent decline of modern civil rights, the ghettoization of huge parts of the West Side and South Side, a massive immigration wave from Latin America and the transformation of the city from an industrial giant to a world-class global services economy center, Chicago barely knew one legitimate municipal election or one real debate at the municipal council” (p.16)
There was rampant corruption and secret budgets in the Daley administration. In total opaqueness, the City Hall diverted the funds reserved to disadvantaged neighbourhood and distributed it to the privileged ones.
“[…] While important businessmen, Mafiosi and others who had links with the Daley machine were getting richer, Blacks and Latinos in need were shot in the street or tortured in the precinct’s’ back rooms” (p.394)
Law firms and entrepreneurs gave huge sums of money in exchange for important contracts. The Daley Machine was never short of money.
Beechcraft N35 Bonanza N545T in flight during the years when the Daley family was reigning over Chicago (on aviation postcard)
Racial tensions and repression policies under Mayor Daley
“By the 1930s, Chicago had become, according to the historian Frank Donner “the national capital for police repression” (p.321)
The black migration that took place during the 1940s and 1950s scared the Chicago population that felt besieged. This increased racial tensions that were already present and maintained. It was easier to accept more policemen than social housing.
The muscled tactics of Mayor Daley were the most obvious during the 1968 Democrat Convention, when policemen and 7000 National Guard soldiers “went down hard on the [crowd of 10,000 young protesters] in an explosion of mindless violence” (p.315)
The exploitation of racial fears was quite successful. Daley was defending his policies by saying that “ most people are more worried about a black uproar than of a mayor that orders the use of lethal force to put an end to it and they recognized themselves far less in pacific protesters than in policemen that hit them with truncheons” (p.319).
Media propaganda and the Daley Machine’s police were efficient in convincing the Blacks to respect the established order. Torture was common in the zone 2’s precinct, in the South Side, between 1972 and 1991.
The expected arrival of a new black mayor, Harold Washington, during the 1980’s, increased the fear that everything would change in Chicago. Everything was done to undermine Washington’s candidacy, but he eventually won helped by the black vote.
There were several left-wing political movements which all had their own objectives and were unable to unite under the same progressist banner. This provided the necessary margin of manoeuver to the Daley Machine, who worked in cooperation with the federal authorities to organize the state repression.
Back cover of the book “Histoire de Chicago”
Social problems in disadvantaged neighbourhoods
During the 1995 heat wave, 739 persons died in Chicago. The social precarity helped increase the number of deaths, but it was easier to determine that the victims were responsible of their fate.
The Blacks and Latinos believed, and still do, that the problems related to their school system and neighbourhoods come from some cultural deficiencies, but in trying to understand the real nature of their problems, they overlook the ongoing racism and economic choices of the different city administrations since the creation of the city.
“The 1980 census showed that ten out of sixteen of the poorest neighbourhoods in United States were in Chicago, in the Black Belt, of course”(p.334)
In 2002, Chicago was the American murder capital, with 647 victims. In 2008-2009, the city held the record of students killed in public schools which were gang related.
Today, there are two Chicagos
Today, Chicago benefits from well-defined ethnic neighbourhoods that attract tourists in search of diversity. However, the sustained racial segregation policies have isolated the black neighbourhoods and in 2016 Chicago still has the sad reputation of being the murder capital of the United States.
“The Chicago situation looks more and more like a science-fiction scenario. While part of the city has an economic capacity that sets it among the five first in the world, the other part is frozen in an austerity situation that could very well become irreversible” (p.443)
A Man, a Time and the Deadliest Hurricane in History
Isaac’s Storm
The book recounts the events surrounding a disaster caused by a major hurricane having taken place in the United States in 1900. The author ensures that the scientific notions connected with meteorology are explained in a simple manner, knowing very well that a big part of his readership has only elementary knowledge on the subject.
I appreciated the way the events were told, since Erik Larson’s book is not limited only to human or material disaster which ensued from the passage of the hurricane on Galveston and the surrounding cities. The reader can learn about the development of Meteorological Offices in the United States, the equipment used at that time as much as the help brought by ship captains with regards to weather observations. It is also interesting to read about all the political and commercial pressures felt by some staff of the US Weather Bureau.
The Galveston disaster was not due to the malfunction of the meteorological instruments nor their limitation. It was rather caused by the disproportionate egos of the forecaster Isaac Cline and some of his managers, as well as pressures of all kinds on Isaac as an observer and forecaster.
Isaac Cline: a disproportionate ego
Isaac had acquired an excellent reputation throughout the years. Little by little, his scientific approach gave way to a certainty of always being right and the desire to be perceived as the leading expert in the field of meteorology. In one of his papers, he refutes openly one hundred years of accumulated knowledge in meteorology.
The Galveston population had asked for a breakwater to be built in order to limit the potential damages caused by a major hurricane. But Isaac wrote an article in which he explained why Galveston was not susceptible to suffer the effects of a major hurricane. The breakwater not being seen any more as a pressing project, the idea of its construction was abandoned.
An ego bigger than nature from some administrators of the US WEATHER BUREAU
On the island of Cuba, in 1900, there were American observers working for the US WEATHER BUREAU and Cuban observers monitoring the weather for their own country. The Cubans, as natural residents of the island, had gradually acquired a huge experience in the prediction of the passage and the trajectory of major meteorological systems. Powerful countries having a natural tendency to underestimate the capacities and experience of inhabitants of smallest nations, warnings coming from the Cubans were regularly brushed aside.
If the US WEATHER BUREAU had been attuned to the Cuban weather observer comments in 1900, the terrible hurricane which destroyed Galveston would have had much less tragic consequences. But, in the “Isaac storm” book, we learn that the communication links were voluntarily cut between both countries by the US WEATHER BUREAU. The Cuban forecasters were considered like poor inhabitants capable of announcing a storm only when it had practically left the island.
“The same day that the Weather Bureau published in the newspaper of Havana that the last hurricane had reached the Atlantic, the Belen Observatory (Cuba) said in the same papers that the center had crossed the eastern portion of the island and that it would undoubtedly reach Texas. A few hours later the first telegraphic announcement of the ravages of the cyclone in Galveston was received”. Six days after the Galveston disaster, the War Department revoked the ban on Cuban weather cables and the communication of information was re-established.
Of pressures exercised by the Galveston businessmen on the forecaster and weather observer Isaac Cline
A first type of pressure on the observer was of commercial order: there was a competition between Houston and Galveston to determine which of both cities would become the major commercial center in the South of Texas. Galveston was however more vulnerable to hurricanes, because it is an island while Houston is farther away inland. Isaac Cline, the observer and forecaster based in Galveston, minimized the chances that his city could suffer the devastating effects of a major hurricane. It was out of question to depreciate Galveston in the eyes of potential investors.
Of strong pressures exercised by administrators of the US WEATHER BUREAU on the forecaster and weather observer
Another type of pressure on the observer resulted directly from Isaac’s managers, in the US WEATHER BUREAU. At the time, weather forecasts were only at an elementary stage and the US WEATHER BUREAU wanted to avoid alarming the population by using words like “hurricane”. They did not want to be the laughing stock of the population if the famous hurricane announced ended up to be only a standard storm. Isaac knew that his role consisted in delaying as much as possible the use of the word “hurricane”. Not wanting to go against the orders and to preserve his reputation with the Bureau, he possibly convinced himself that there was no major meteorological system approaching Galveston. He even told the population to stay put.
Galveston has always suffered and still does from an unfavorable geographical position. The hot waters in the Gulf of Mexico have always been an essential ingredient in the recipe of a major hurricane. This is where a storm will draw much of its energy. But, in the 1900 disaster, Galveston was also a victim of the combination of disproportionate egos, lack of judgment and commercial and political pressures exercised on the forecaster and the observer. All in all, approximately 10,000 people died in Galveston while thousands of others suffered the same fate in the surrounding cities.
If the population had been informed correctly, damage to property would nevertheless have been extremely important, but the losses of life would have been negligible.
Bilingual readers who appreciate real life stories about the sea will love: “On l’appelait Bugaled Breizh”. This is the story of a trawler that sinks with all crew and equipment, while fishing in the Cornouailles region. Experienced sailors were on board and the weather was fair. Other trawlers were present in the area and their captains were maintaining contact with each other by radio. Suddenly, the Bugaled Breizh’s captain mayday call was received. Just a few words, not even enough time to complete his sentence.
Yann Queffélec – On l’appelait Bugaled Breizh
We soon discover that the trawlers were not alone in the area. There were alsonuclear submarines on an exercise in shallow waters. And there is a possibility that a submarine from an uninvited country could have also been watching the manoeuvers, well protected in the obscurity and silence.
The book raises the possibility that a fast moving submarine could have been entangled in the Bugaled Breizh’s fishing net, thus destabilizing the trawler and sinking it, without giving the captain any time to react. As for keeping the truth hidden about the accident,it is believed that if the facts were openly revealed to the general public, it would create strong political tensions due to admitting that an undetectedsubmarine was closely watching the military exercise. The book enumerates possible reasons explaining the presence of the foreign submarine in the area.
Theenquiry, or shall I say inquiries, have been stalled for over ten years now. But as questions have been asked over the years to a vast network of interested parties, a better idea of what could have been the causes behind that drama has emerged.
This is a really interesting book, signed by the reknowned writer Yann Queffélec (Goncourt prize 1985 for Les Noces barbares) also helped by Pascal Bodéré, a journalist known as one of the best connaisseur of the Bugaled Breizh affair.
