Scientists May Have Finally Figured Out Why We Have Eyebrows

A Neanderthal skull
A Neanderthal skull
Stephane De Sakutin, AFP/Getty Images

If you look at a pictures of some of the earlier branches of humanity's family tree, like Neanderthals or Homo erectus, you might notice that Homo sapiens got off relatively lightly, eyebrow-wise. Most early hominins had thick, bony brow ridges rather than the smooth brows of modern humans. For years, researchers have been arguing over why those thick ridges existed—and why modern humans evolved tinier brows. A new study suggests that heavy brow ridges had social usefulness that was more important than their physiological function.

Previous research has suggested that thick brow ridges helped connect early hominins' eye sockets with their brain cavities, or protected the skull from the physical stress put on it by chewing jaws, or even helped early hominins take punches to the face.

The new study by University of York researchers, published in the journal Nature Ecology & Evolution, used a digital model of a fossil skull, thought to be between 125,000 and 300,000 years old, of an extinct species called Homo heidelbergensis that evolved sometime between 300,000 and 600,000 years ago in what is now Zambia. The researchers manipulated the model, changing the size of the brow ridge and seeing what happened when they applied different bite pressures. They found that the brow ridge was much bigger than it needed to be if its purpose was just to connect the eye sockets with the brain case, and that it didn't seem to protect the skull from the force of biting.

Instead, the researchers suggest that the brow ridge played a social role. Other primates have similar brow ridges that serve a social purpose rather than a mechanical one, like male mandrills, whose colorful, heavy-browed muzzles serve as dominance displays. Heavy brow ridges may have played a similar role in early human species.

As Homo sapiens evolved, more subtle communication may have taken precedence over the permanent social signal of a giant brow ridge. As foreheads became more vertical, eyebrows could move more freely and subtly, leading to important social signals in modern humans, like expressions of surprise or indignation.

An accompanying analysis in the same journal, by Spanish paleontologist Markus Bastir, cautions that the results of the new study are appealing, but should be taken with a grain of salt. The specimen used for the digital model was missing a mandible, and the researchers subbed in a mandible from a Neanderthal, a related species but still a distinct one from Homo heidelbergensis. This may have altered the analysis of the model and bite stresses. Still, the study provides "exciting prospects for future research," he writes.

12 Doomed Facts About the S.S. Edmund Fitzgerald

The wind in the wires made a tattle-tale sound
When the wave broke over the railing
And every man knew, as the captain did too
'Twas the witch of November come stealin'
-Gordon Lightfoot, "The Wreck of the Edmund Fitzgerald" (1976) 

On November 10, 1975, two ships made their way in tandem across the stormy waters of Lake Superior. One was the Arthur M. Anderson, led by Captain Jesse Cooper. The other, captained by Ernest McSorley, was the S.S. Edmund Fitzgerald.

The ship was last seen on radar around 7:15 p.m. All 29 men on board were lost with it, and today, more than four decades after the most famous shipwreck in Great Lakes history, the cause is still a mystery.

Here's what we do know about the S.S. Edmund Fitzgerald, and what happened to it that fateful day:

1. IT WAS THE LARGEST SHIP ON THE GREAT LAKES.

The large cargo vessels that roamed the five Great Lakes were known as lakers, and the S.S. Edmund Fitzgerald was, at the time, the biggest ever built. It was constructed as a “maximum sized” bulk carrier and spanned 729 feet—the first laker to reach that length—sat 39 feet high with a width of 75 feet, and weighed more than 13,000 tons without cargo. It was christened on June 8, 1958, and made its first voyage on September 24 the same year. 

2. THE SHIP WAS OWNED BY AN INSURANCE COMPANY.


Wikimedia Commons // Public Domain

Great Lakes Engineering Works of Ecorse, Michigan, was contracted to build the ship in 1957 by Northwestern Mutual Insurance Company, which had invested heavily in the iron and minerals industries. With the commissioning of the Fitzgerald, Northwestern Mutual became the first American insurance company to build its own ship—at a cost of $8.4 million, the most expensive price tag for a freighter at the time, according to Michael Schumacher’s The Mighty Fitz.

3. IT WAS NAMED AFTER THE HEAD OF THE COMPANY.

The chairman of Northwestern Mutual had a long history with the Great Lakes shipping industry. Edmund Fitzgerald’s grandfather captained a ship on the lakes, his father owned a shipyard, and they both had ships named after them. After construction of the Fitzgerald was complete, Northwestern Mutual placed its charter with the Columbia Transportation Division of Oglebay Norton Company, based in Cleveland. 

4. THE SHIP'S MAIN JOB WAS HAULING IRON ORE. 


Wikimedia Commons // Public Domain

Most lakers traversing the Great Lakes and the connecting waterways carry massive amounts of raw materials such as rock, salt, and grain. The Edmund Fitzgerald generally loaded taconite, low-grade iron ore, from mines on the shores of Minnesota and transported the pellets to steel mills near Detroit and Toledo, Ohio.

5. "THE FITZ" WAS WELL-KNOWN EVEN BEFORE IT SANK.

Its impressive size made the ship popular with boat-watchers, and over the years it garnered many nicknames, including “The Queen of the Great Lakes,” “The Toledo Express,” and the unfortunate “Titanic of the Great Lakes.” Crowds would watch as the massive freighter moved through the locks at Sault Ste. Marie in Michigan’s Upper Peninsula. The “Soo” Locks, which connect Lake Superior to Lake Huron, allowed the Fitz to reach ports on the lower Great Lakes.

6. THE SHIP RAN INTO A DEADLY STORM ON LAKE SUPERIOR.

November is a brutal month on the Great Lakes. Frequent storms and hurricane-force winds can batter even the toughest-built freighters. On November 9, the Fitz was loaded with 26,116 tons of iron ore pellets at the Burlington Northern Railroad Dock in Superior, Wisconsin. It left at 2:30 p.m. A second ship, the Arthur M. Anderson, sailed 10-15 miles behind the Fitzgerald as a precaution, and the two ships remained in radio contact until just after 7 p.m. on November 10.

Gale warnings had been issued by the National Weather Service the previous day, and by the morning of the 10th, the advisories had been upgraded to an official storm warning. 

As swells reached 35 feet and winds raged at nearly 100 mph, the ship contacted Coast Guard officials in Sault Ste. Marie and said they were taking on water. Later, a blizzard obscured the Fitz on the Anderson’s radar, but Captain Ernest McSorley, who was on his final voyage before retirement, assured a crew member on the Anderson at 7:10 p.m. that, “We are holding our own.” It was the last anyone heard from McSorley or the Fitzgerald.

7. NO DISTRESS SIGNAL WAS SENT.

After that, there was nothing on the radar. No radio contact. The ship was approximately 15 miles north of Whitefish Point when it seemingly vanished. Captain Cooper, on the Anderson, was in contact with the Coast Guard and made it to Whitefish Point sometime after 8 p.m. with no sign or word from the Fitzgerald. Later, the Anderson made its way back into the storm to search for the ship, but found only a pair of lifeboats and debris. 

8. ALL 29 CREW MEMBERS DIED. 

Along with the captain, the other crew members of the Fitzgerald included porters, oilers, engineers, maintenance workers, cooks, watchmen, deck hands, and wheelsmen. Most crew members were from Wisconsin, Michigan, Ohio, and Minnesota.

9. THERE IS STILL NO DEFINITIVE EXPLANATION FOR THE SINKING.

The treacherous weather conditions are an obvious factor, but experts differ on what they think specifically caused the accident. Following the wreck, the U.S. Coast Guard and National Transportation Safety Board agreed that the tragedy was likely due to faulty cargo hatches, which led to flooding. Predictably, there are still those who harbor other theories, including unsecured hatches, maintenance troubles, massive waves, structural issues, and yes, even aliens. Author and Great Lakes historian Frederick Stonehouse posited that the ship likely hit a shoal and took on too much water before plunging into Lake Superior.

10. THE TRAGEDY WAS IMMORTALIZED BY A CANADIAN FOLK SINGER.

Gordon Lightfoot, who had released 10 albums from 1966 to 1975, was inspired to write the ballad “The Wreck of the Edmund Fitzgerald” after reading an article about the tragedy in Newsweek. He included the song on his 1976 album Summertime Dream, and the nearly six-minute single reached #2 on the Billboard Hot 100 charts that year and became Lightfoot’s second-most successful hit.

11. FAMILY MEMBERS REQUESTED A SYMBOLIC MEMORIAL FROM THE SHIP.

The U.S. Navy and Coast Guard deployed planes and cutters with magnetic anomaly detectors, sidescan sonar, and sonar survey to find the wreckage. In May, a Navy underwater recovery vehicle was sent to the site, and on May 20, 1976, the ship was spotted 535 below the surface of the lake.

In the decades since, only a handful of people have been able to see the wreck, which lies in two pieces. A pair of divers made their way down in 1995, the same year a crew—with help from the Canadian Navy, the National Geographic Society, Sony, and the Sault Ste. Marie Tribe of Chippewa Indians—retrieved the ship's bell at the behest of the families of those who were lost. The Canadian government has since prohibited access to the site. 

In eerie archival tapes below, you can hear Anderson skipper Jesse Cooper correspond with the Coast Guard, and see video of the wreck.

12. THERE'S AN ANNUAL REMEMBRANCE DAY.

The annual Edmund Fitzgerald memorial ceremony takes place on November 10th at the Great Lakes Shipwreck Museum at Whitefish Point. The recovered and restored bell will toll 29 times for each member of the Fitzgerald's crew, and a 30th for the estimated 30,000 mariners lost on the Great Lakes.

For more on the story and the ship, visit S.S. Edmund Fitzgerald Online

This article originally appeared in 2015.

Wreckage of a World War II Nazi 'Flying Bomb' Found in English Forest

A. R. Coster, Topical Press Agency/Getty Images
A. R. Coster, Topical Press Agency/Getty Images

A detonated German V-1 flying bomb from World War II has been uncovered by archaeologists in the English countryside, Live Science reports. Also known as a “doodlebug,” this particular unmanned cruise missile was likely bound for London when it was launched in 1944. Instead, it was shot down over the Packing Wood forest in Kent, England, where it laid for more than 70 years.

The flying bomb was found last month by Research Resource, a private archaeological group run by brothers Colin and Sean Welch. Their research revealed that the V-1 was brought down by a Polish pilot on August 6, 1944.

"Kent was never a target, and the V-1s that fell were either brought down by fighter aircraft, anti-aircraft gunfire, the balloon barrage, or malfunction of the device,” Colin Welch told Kent Online. "This site at Packing Wood is remarkable as it appears that the missile crashed pretty cleanly in that its remains are within the center of the crater.”

Nearly 10,000 V-1 bombs were directed at targets in southeast England between 1944 and 1945, according to Colin Welch. Many were launched from German-occupied Holland.

These 1700-pound missiles were considered “retaliation weapons” and were ordered by Hitler in response to Allied bombings of German cities in 1943. V-1s were responsible for more than 6000 deaths in Britain—not to mention a great deal of destruction. One of these bombs obliterated George Orwell’s home in London in 1944 and nearly destroyed his manuscript of Animal Farm.

The Welch brothers have conducted several war-related projects in the Kent region, including a three-year excavation of the site where a V-2 rocket crashed. The brothers want to create an online museum to showcase 3D renderings of the weapons they’ve found.

"This is our history, and it's got to be documented somehow in a responsible way," Welch told Live Science.

[h/t Live Science]

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