The Body of Australia's Somerton Man—a 70-Year-Old Cold Case—Might Be Exhumed

The grave of the Somerton Man in Adelaide, South Australia
The grave of the Somerton Man in Adelaide, South Australia
Michael Coghlan, Flickr // CC BY-SA 2.0

In the 70 years it has been open, the Somerton Man case has produced more questions than answers. Police still don't know exactly what led to the death of an unidentified man on an Australian beach in late 1948, who killed him, or what the murderer's motives were. But a new development in the mystery could finally reveal the story's most glaring missing puzzle piece: the victim's identity. As The Australian reports, South Australia's new attorney general Vickie Chapman is considering exhuming the corpse of the Somerton Man so that investigators can extract and test his DNA.

The case dates back to December 1, 1948, when a swimmer stumbled upon a lifeless body propped up against a seawall on the beach. After the victim arrived at a local hospital, it soon became apparent that identifying him wouldn't be as easy as thumbing through his wallet. He had no ID, and all the labels on his clothing had been removed. The most striking thing about the man was his outfit: a suit, suggesting that he was a well-off businessman, and polished dress shoes. It was unusual attire for the beach.

The autopsy didn't make matters any clearer. Doctors concluded that the man had likely died of heart failure, but significant internal bleeding suggested that it was poison, not natural causes, that led to that failure. If it was poison that killed him, it would have been a fast-acting and fast-disappearing substance, since no traces of it were found.

The Somerton Man cipher
The Somerton Man cipher

There was one more clue: After a more thorough re-examination of the body by a pathology expert, investigators found a previously unnoticed pocket in the waist of the man's pants. It contained a piece of paper with the words Tamám Shud—Persian for "It is ended." They were able to trace the page back to the book from which it had been torn, a copy of The Rubaiyat of Omar Khayyam (a Persian book of poetry), which had an inscrutable series of letters scribbled on the back cover. Military experts were unable to crack the code—assuming the letters even were a code—and it remains undeciphered to this day.

Someone had also written a phone number on the back of the book. That number led them to a nurse named Jo Thomson. With no friends or family members coming forward to claim the body, Thomson was the first and only lead in the case. She claimed she had never met the victim nor had she given him the book, but when she was shown a plaster cast of his face, she reportedly came close to fainting.

The case was ignored for years, but in 2007 Derek Abbott, a professor at the University of Adelaide, decided to give it a second look. Thanks largely to his efforts, authorities may be closer than they've ever been to identifying the Somerton Man.

According to Abbott's theory, Jo Thomson had an illegitimate child with the Somerton Man before he died, which would explain why she was hesitant to admit that she knew him. When Abbott found an old photograph of Thomson's son Robin, he noticed that the boy shared some distinguishing features with the Somerton Man: Both had canines positioned right next to their front teeth, and the upper hollows in their ears were larger than the lower hollows. Both of these features are hereditary and only appear in 1 percent or less of the population.

Adding another intriguing layer to the story: Abbott married Rachel Egan, Jo Thomson's biological granddaughter, after getting to know her during his investigation. If his hunches are correct, the three children he now has with Egan are the great-grandchildren of the Somerton Man.

Abbott plans to test his theory by analyzing DNA from the Somerton Man's exhumed corpse and comparing it to Egan's. If Egan isn't a match, Abbott hopes the DNA could eventually lead him to someone alive today who is. But if the two are a match, it would provide some closure to a murder mystery that has baffled Australia for decades.

Interest in the case has been heightened by a new documentary called Missing Pieces: The Curious Case of the Somerton Man, which screened recently in Adelaide. Chapman has said the state government would consider requests to exhume the body as long as the costs were privately met. While no time frame for the body's disinterment has been set, Abbott told The Advertiser that if money is an issue, crowdsourcing the project is always a possibility.

[h/t The Australian]

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.

Two Harvard Scientists Suggest 'Oumuamua Could Be, Uh, an Alien Probe

ESO/M. Kornmesser
ESO/M. Kornmesser

An odd, cigar-shaped object has been stumping scientists ever since it zoomed into our solar system last year. Dubbed 'Oumuamua (pronounced oh-MOO-ah-MOO-ah), it was first seen through the Pan-STARRS 1 telescope in Hawaii in October 2017. 'Oumuamua moved at an unusually high speed and in a different kind of orbit than those of comets or asteroids, leading scientists to conclude that it didn't originate in our solar system. It was the first interstellar object to arrive from somewhere else, but its visit was brief. After being spotted over Chile and other locales, 'Oumuamua left last January, leaving lots of questions in its wake.

Now, two researchers at Harvard University bury a surprising suggestion in a new paper that analyzes the object's movement: 'Oumuamua could be an alien probe. Sure, why not?

First, astrophysicists Shmuel Bialy and Abraham Loeb argue that 'Oumuamua is being driven through space by solar radiation pressure, which could explain its uncharacteristic speed. But for that theory to work, they calculate that the object must be unusually thin. Bialy and Loeb then analyze how such a slender object might withstand collisions with dust and gases, and the force of rotation, on its interstellar journey.

Then things get weird.

"A more exotic scenario is that 'Oumuamua may be a fully operational probe sent intentionally to Earth vicinity by an alien civilization," they write [PDF]. They suggest that ‘Oumuamua could be be a lightsail—an artificial object propelled by radiation pressure—which also happens to be the technology that the Breakthrough Starshot initiative, of which Loeb is the advisory committee chair, is trying to send into space. "Considering an artificial origin, one possibility is that 'Oumuamua is a lightsail, floating in interstellar space as a debris from an advanced technological equipment,” they write.

Their paper, which was not peer-reviewed, was posted on the pre-print platform arXiv.

Loeb is well known for theorizing about alien tech. He previously suggested that intense radio signals from 2007 could be the work of aliens who travel through space on solar sails. However, Loeb acknowledged that this theory deals more with possibility than probability, The Washington Post noted. “It’s worth putting ideas out there and letting the data be the judge,” Loeb told the paper last year.

[h/t CNN]

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