As Bombs Fell on Paris, Marie Curie Went to War

Getty Images
Getty Images

August 1914 should have been the height of Marie Curie's career. After all, she had discovered two elements, pioneered the science of radioactivity, snagged not one but two Nobel Prizes, and was on the precipice of opening a groundbreaking institute for the study of radium in her adopted hometown of Paris.

But the 20th century was not kind to Marie, who was born on this day 150 years ago. First, her beloved husband and scientific partner, Pierre, was run over by a horse-drawn carriage and killed. She was overlooked by the French Academy of Sciences, then vilified for her participation in an extramarital affair. And though France seemed eager to claim her as one of theirs, they were all too ready to turn on her when the right-wing press painted her as a dangerous foreigner. Finally, after dragging herself through a sustained period of intense depression, she finally oversaw the completion of her Radium Institute in 1914—only to have all of her male laboratory workers drafted.

And so, as German bombs fell on Paris that fall, Marie Curie decided to go to war.

The first front was financial. The French government called for gold for the war effort, so Marie showed up at a bank with her Nobel Prize medals, ready to donate them to the war effort. When bank officials refused to melt them down, she donated her prize money to purchase war bonds instead. Back in her abandoned lab, moved by a sense of troubled patriotism and irritated by her inability to help, she racked her brain for something—anything—to do.

Her inspiration for what came next might have come from the lead box of radium she stowed in a safe deposit box in Bordeaux that summer. The single gram she had worked so hard to isolate was the only radium available for research in France. She would be unable to experiment with radium during the war, so why not spend her time learning more about another kind of radiography? Marie had long wanted to learn more about X-rays. As she set to work educating herself about this sister science, she quickly realized that she had a powerful technology on her hands. And then it struck her: The war was likely to be long and bloody. Trench conditions and advanced weaponry promised the bloodiest war in history. Maybe X-rays could help. Why not bring them to the battlefield?

When Marie had a plan, she moved swiftly and decisively. First, she swallowed her impatience with the French government and convinced them to name her Director of the Red Cross Radiology Service (it probably helped that nobody knew what radiology was). Then, she turned to her richest and most powerful friends, finagling, begging, and harassing them until they donated money and vehicles to support her idea. By late October, Marie had not only given herself a crash course on X-ray technology and human anatomy, but had learned to drive and mastered basic auto mechanics. The traveling X-ray unit she patched together in a Renault van turned out to be the first of 20.

Marie Curie (second from right) instructs nurses in radiology, via Médecins de la Grande Guerre

The concept behind what military men began to call "petites Curies" was simple enough: Equip a van with a generator, a hospital bed, and X-ray equipment. Drive to the battlefield. Examine the wounded. But to Marie's astonishment, the concept of X-rays on the front wasn't just foreign—it was actively fought against by doctors who felt that new-fangled radiology had no place at the front. Ignoring the protest of the French army's medical higher-ups, Marie drove to the Battle of the Marne at the hair-raising speed of 25 miles per hour, intent on proving her point. Soldiers came to the mobile unit riddled with shrapnel, bullets, and debris, unaware they were being treated by a two-time Nobel laureate. Assisted by her 17-year-old daughter, Irène, Marie took their X-rays calmly and methodically, without shields or other protective measures. And the machine worked beautifully.

Now that it had been proven that the battlefront X-rays helped military surgeons, Marie wouldn't be stopped. She worked feverishly. There must be more vans. More X-ray units. Why not add stationary units, 200 of them? Disgusted by the army's unwillingness to adopt new technology and better train its own recruits, Marie took matters into her own hands. She gave a crash course in X-rays to 150 women, sent Irène back to the field to continue administering X-rays, then retrieved her box of radium and began to collect radium gas (radon) to sterilize infectious tissue (again without protection).

Marie was in her lab isolating radon when armistice was declared in 1918. She hung French flags from her windows, then took the Petite Curie into the street to celebrate. And though the French government never acknowledged the X-rays she enabled for well over a million French soldiers (they did give a military medal to Irène), she treasured her achievement until her death from radiation exposure in 1934. Marie's clothing, lab equipment, and notebooks are still so riddled with radioactivity that researchers must handle them with special gloves and protective clothing.

"What seemed difficult became easy," recalled Marie about her war. "All those who did not understand gave in or accepted; those who did not know learned; those who had been indifferent became devoted."

Additional sources: Madame Curie: A Biography, Eve Curie; Marie Curie: A Life, Susan Quinn; Marie Curie: Mother of Modern Physics, Janice Borzendowski.

Highway Fidelity: When Cars Came With Record Players

Fox Photos/Getty Images
Fox Photos/Getty Images

In the winter of 1956, Chrysler unveiled a series of improvements to their lineup of automobiles. There was LifeGuard, a latch that prevented doors from flinging open in the event of an accident. New windshield wipers promised to clean 10 percent more of the glass surface than the previous year’s model. And for those consumers willing to spend an extra $200—the equivalent of about $1700 today—there was the Highway Hi-Fi, a factory-installed record player mounted under the car's dashboard.

Using an “elastic three-point suspension,” the unit played “non-breakable” 7-inch records. In advertising copy, Chrysler touted that the discs would never skip, not even during sharp turns or while crossing railroad tracks. “It’s almost impossible to jar the arm off the record,” the company promised, anticipating the dubious looks of dealers and buyers alike.

As it turned out, attempting to spin a record while in a moving vehicle was every bit as problematic as it might sound. But before 8-tracks, cassettes, CDs, and satellite radio, the Highway Hi-Fi represented the first opportunity for drivers to have some control over what they were listening to. They had autonomy—freedom to deviate from radio programmers, invasive ads, and boring talk shows.

Naturally, radio stations hated the idea.

A Chrysler car record player mounted under the dashboard
Courtesy FCA US

This bizarre automotive alteration was the result of an engineering genius who wanted to get his kid to shut up. Peter Goldmark was head of CBS Labs, a position which afforded him the resources to pursue other innovations. (He’s widely credited with ushering in the modern system of broadcasting color television.) He was the inventor of long-play (LP) records, which played vinyl at 33 and one-third revolutions per minute (RPM) instead of 78. Introduced in 1948, LPs revolutionized the music industry, packing more information onto the 12-inch discs by etching microgrooves into the vinyl and allowing producers to place up to 60 minutes of music on a side.

In the 1950s, Goldmark’s son observed that drivers had no influence over what was being broadcast via the transistor radios that had become standard in vehicles. While you could switch stations, you were still at the mercy of programming directors and their tastes in music.

As inventors tend to do, Goldmark identified the problem and then sought out a way to remedy it. His own creation, the LP, was far too big to have any practical application in a vehicle: The turntable would hang over a passenger’s knees. The 45 RPM record was much smaller but could only hold about five minutes of music on each side. Forcing someone to try and change records with such frequency while driving would likely result in accidents.

Goldmark devised a new option. Using a 7-inch record, he created a surface with ultra-microgrooves that played at 16 and two-thirds RPM. Each side could hold 45 minutes of music, a far more practical solution for people who couldn’t tend to the turntable easily. It also fit snugly under the dash, projecting out at the push of a button so the user could load a record and set the needle before pushing it back underneath and out of the way.

Goldmark made other adjustments. The vinyl records were thicker than standard LPs so they would be more heat-resistant during the summer months. He also developed a spring enclosure to absorb shocks and a counterweighted needle arm to make sure it wouldn’t leap off the record while traveling over bumps.

Goldmark tested it in a CBS executive’s Thunderbird. It worked flawlessly. He loved it.

CBS CEO William Paley hated it.

Paley equated the innovation to a form of self-sabotage. CBS had radio affiliates all around the country beaming their signals into millions of cars; those stations sold advertising spots to generate revenue. If drivers began listening to their own records instead of the radio, they were effectively diluting their own audiences. Paley thought sponsors would have a tantrum. He dismissed the idea entirely.

Perhaps feeling slightly petulant, Goldmark instead went directly to his potential customer: a car manufacturer. Visiting with Chrysler executive Lynn Townsend, Goldmark sold the company on the dashboard record player as a factory option. He rode along during a test drive, with Chrysler employees driving over bumps, railroad tracks, and other obstacles to see if the record skipped. It didn’t. The company ordered 18,000 Highway Hi-Fi units, a sizable investment that Paley couldn’t ignore.

CBS Labs mass-produced the devices, and Chrysler began instructing their dealers to pitch the add-on to prospective buyers. Each unit would come with six records, with the option to buy more through CBS-Columbia, a record label that manufactured the unique discs. Owing to Paley’s influence—he detested rock music—the choices were extremely placid. Car owners got the soundtrack to the Pajama Game Broadway musical, some Tchaikovsky, a jazz record, a dramatic reading of a George Bernard Shaw play, and songs from Disney’s Davy Crockett television series. (The latter was advertised to “help keep [kids] quiet.”) The catalog offered spoken-word reenactments of the Battle of Gettysburg.

Owing to their smaller grooves, the records couldn’t be played on conventional turntables. Given the selection, that was probably a blessing.

A print ad for a Chrysler car record player
Courtesy FCA US

The limited selection was one problem. The functionality of the Highway Hi-Fi was another. Goldmark had tested the device in a Thunderbird and in high-end Chrysler vehicles, but the company offered the machine in their economical Dodge and Plymouth models, which both had modest shock absorption. The records could and did skip, and the models were the source of several claims against the car’s warranty coverage. Local mechanics weren’t audiophiles and didn’t have the knowledge to make simple repairs. As word spread, Chrysler went from selling 3685 Hi-Fi units in 1956 to just 675 in 1957.

The option was discontinued shortly thereafter, but that wasn’t quite the end for car-mounted records. In 1960, RCA thought they had resolved some of the outstanding issues with their Victrola, which played 45s and overcame the short running time problem by constructing a 14-disc changer. When one record was finished, the unit would automatically drop another in its place. Similar to a jukebox, the needle was upside down and the record lowered on top of it to reduce skipping. Records slid into a slot in a manner similar to the CD players that were decades away.

The Victrola was picked up by Chrysler. It performed better than the Highway Hi-Fi, was cheaper ($51.75), and didn’t force users to limit themselves to the paltry selection of CBS’s custom discs. But it didn’t last long either; it was discontinued in 1961. (Another option, the UK’s Auto-Mignon, played 45s with manual switching: Each of the four Beatles was said to own one.) Before anyone could think to improve upon it further, 8-tracks arrived and soon became the portable car sound source of choice. CBS never followed through on plans to equip taxis, airplanes, buses, and other forms of transportation with their devices. In the evolution of on-demand music and auto transportation products, the Highway Hi-Fi was one step best skipped.

The Time 14 Cargo Ships Were Trapped in the Suez Canal ... for Eight Years

iStock
iStock

Egypt and Israel had a salty relationship in the mid-20th century. In 1967, war broke out between the two and Israel captured the Sinai Peninsula next door. In response, Egypt attempted to cripple the Israeli economy by blockading the Suez Canal with sunken ships, mines, and debris—trapping 14 unlucky foreign cargo ships in the canal for eight years.

Marooned on the canal's Great Bitter Lake, the ships—British, French, American, German, Swedish, Bulgarian, Polish, and Czechoslovakian—“clustered in the middle of the lake like a wagon train awaiting an Indian attack,” reported The New York Times [PDF]. Israel controlled the east bank of the canal; Egypt, the west. The sailors watched helplessly as both sides exchanged gunfire and rockets over their heads.

“We were in a very comfortable prison,” Captain Miroslaw Proskurnicki of the Polish ship Jakarta said. “The first month was like a holiday. The second month was very hard. By the end of the third month, it was terrible.” With nothing to do besides clean the ships and do basic maintenance, the boats puttered aimlessly around Great Bitter Lake in an attempt to keep the engines well-tuned. With nowhere to go, the crews eventually set aside their homelands' differences, moored together, and formed an unofficial micronation of sorts, calling themselves the “Yellow Fleet,” a reference to the windswept sand that piled on their decks.

Each ship adopted a special duty to keep the "country" running smoothly. The Polish freighter served as a post office. The Brits hosted soccer matches. One ship served as a hospital; another, a movie theater. On Sundays, the German Nordwind hosted "church" services. “We call it church,” Captain Paul Wall told the Los Angeles Times in 1969. “But actually it is more of a beer party.” (The Germans received free beer from breweries back home.)

Beer was the crew’s undeniable lifeblood—one of the few things to look forward to or write home about. “In three days we tried Norwegian beer, Czechoslovak beer and wine and Bulgarian beer and vodka,” Captain Zdzislaw Stasick told The New York Times in 1974. In fact, the stranded men drank so much beer—and tossed all of the bottles into the lake—that sailors liked to joke that the lake’s 40-foot deep waters were actually “35 feet of water, and 5 feet of beer bottles.” As the British captain of the Invercargill, Arthur Kensett, said: “One wonders what future archaeologists in a few thousand years’ time will think of this.”

It was like adult summer camp. The men (and one woman) passed the time participating in sailing races and regattas, water-skiing on a surfboard pulled by a lifeboat. They played bingo and cricket and held swim meets. It was so hot outside, they regularly cooked steaks atop 35 gallon drums. During the 1968 Tokyo Olympics, they hosted the “Bitter Lake Mini-Olympics,” with competitions in weightlifting, water polo, air rifle shooting, high jumping, and, of course, swimming. (Poland won the gold.) During Christmas, they installed a floating Christmas tree and lowered a piano onto a small boat, which roved around the lake and serenaded each ship. The Yellow Fleet dubbed themselves the “Great Bitter Lake Association” and made special badges. They even had a club tie.

By the mid-1970s, much of the cargo the vessels had been carrying was rotten. The original shipments of the remaining wool, rubber, and sheet metal—which had been loaded in places as far away as Australia and Asia—were no longer needed. The Yellow Fleet resembled a ghost town, manned by world-weary skeleton crews.

Their patience was rewarded. By 1975, approximately 750,000 explosives had been successfully removed from the Suez Canal, making escape possible. The Great Bitter Lake Association disbanded, and the vessels of the Yellow Fleet finally returned to their separate homes. But by that point, the crew had learned that, no matter your circumstances, home is truly where you make it.

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