#Marine Salvage Co

[pottermorgan]

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[his-mother-is-lightning]

EPISODE 8 - in which Garp's family drama comes with a death toll and a bill for at least million berry in property damage

See episode 7 here

God I hate scenes of involuntary tattoos. Seeing her shackled is horrible enough ty

Luffy has a permanent case of frowny eyebrows this episode

Now we get the villagers! Poor Nami's worst nightmare aka the villagers trying to take up arms and fight Arlong's pirates

I like that Helmeppo and Koby are blatantly just lingering in the back of the room so they can eavesdrop

How did Usopp get all those smoke bombs to go off?

God I love this fight. The teamwork, with Zoro running up a wall (?) to stop someone attacking Luffy, and Sanji watching Zoro's back. Really sets up Sanji and Zoro as Luffy's big hitters

Aaaand Sanji and Zoro are bickering. And it leads them to let Buggy's head go free, so obvs Buggy fucks off and leaves them high and dry. You two share one brain cell, I swear.

Arlong's lecture about fishmen based speciesism vs Luffy, who discovered discrimination existed like two days ago

Don't worry Usopp, we saw your great victory against the fish man. It will never be forgotten.

I did NOT need a close up on Arlong regrowing his broken teeth.

Luffy finally realizes it's time to lean on his strengths - in this case, his talent for wanton property destruction

"all great fighters call out their finishing moves" and "yeah, you're going to fit in just fine"

Nami just bypasses Sanji and like, I get it, but could someone please give the man a hug. Everyone's been so mean to him today

... and there goes the neighborhood. Glad Nami had the hat, bc it would be hard to salvage if the building came down on it

The Marines randomly showing up at the end here makes no sense. What a weird way to end the season. I'm glad we got to see Koby stand up for himself (and Helmeppo standing at his side)

These poor Marines are standing there as it slowly dawns on them that this entire pirate chase has been the vice admirals fucking family drama playing out on the high seas. Men have died for your bullshit, Garp. And then it's all "oh well, I guess I'll let you go be a pirate, Luffy" like nothing happened, bc this is all some kind of test? Which I don't buy at all btw - dude, you weren't testing shit. You wanted to control Luffy and when that didn't work, you came up with a scenario that made it seem like you were in control the whole time.

I don't like Garp. Fuck that guy

This last bit with Koby makes the whole Marine thing worth it tho. Bc he wants to be the one to show Luffy the wanted poster first. Koby looks overcome with love emotions and it's a perfect little bookend to them at the start of the show.

Best reaction to the wanted poster obvs goes to Zeff, bc you know Sanji never managed to get 'employee of the month'

And then the fucking scene with Mihawk and Shanks - what is this?? Mihawk so clearly looks exasperated but then he's willing to stay and drink with Shanks & Co? What ARE you two??

The little cast off ceremony at the very end is so cute tho, with their younger selves saying it with them? Perfect ending is perfect. With just a tiny hint of smoker to get us excited for next season

Anyways, I still love this show. I'm going to go back to watching the anime - maybe I'll post about that, maybe not. Who can say? I just hope everyone had as much fun as I did

[ryanparrish]

❛❛ 𝐇𝐄 𝐂𝐀𝐑𝐑𝐈𝐄𝐒 𝐌𝐎𝐑𝐄 𝐀𝐍𝐆𝐄𝐑 𝐀𝐍𝐃 𝐏𝐀𝐈𝐍 𝐓𝐇𝐀𝐍 𝐀 𝐓𝐇𝐎𝐔𝐒𝐀𝐍𝐃 , armies could ever bear . he's been betrayed, deceived, hurt . believe me , when i say , he has already crossed hell . and the only time peace could be found in his eyes was when he was looking at her . –––––––––––––

FULL NAME. Ryan Jacob Parrish

NICKNAMES. Ry

BIRTHDAY. November 3, 1988 ( 36 )

OCCUPATION. Retired Marine and Owner of Ajax Boxing Gym

RESIDENCE. Sterling Lakes

GENDER / PRONOUNS.  Cismale ∘  He/Him

HOMETOWN. Covington, Georgia

PINTEREST ╱ CONNECTIONS

personality .

zodiac chart: scorpio sun, taurus moon, libra rising

mbti personality: enfj

moral alignment: neutral good

ennegram: type 5 (x6 occasionally)

hobbies / interests: running, boxing, motorbike riding, camping

positive traits: adventurous, protective, sentimental, loyal, empathetic

negative traits: reckless, resentful, stubborn, compulsive, uncommunicative

family .

parents: abigail parrish ( mom ), jacob parrish ( dad )

siblings: younger brother

children: none that he knows of lol

pets: brown lab named katara

breakdown .

tw: cancer, death, injury

born in covington, georgia to two high school sweethearts, ryan has always lived a relatively simple life alongside his brother. sundays were reserved for church, with family dinners following around the table. everything was peachy, or as peachy as it could be.

that was until ryan's mom got sick. she was diagnosed with invasive lobular carcinoma, a type of breast cancer that could be treated if spotted early enough. the parrishes were hopeful. jacob (ryan's father) drove his wife to treatment nearly every day. he was by her side and took care of the boys on the days she couldn't. things seemed to be looking up. however, ryan's mom unfortunately lost her battle with cancer.

doctors did everything they could to salvage her life but there was no hope of reviving her. ryan, and his family had to tell her goodbye. they buried her with a heartfelt ceremony just shy of ryan's 17th birthday.

in the years following, ryan struggled to cope with her loss. he was always very close to his mom and in her absence the whole family mourned her differently. ryan spun out. he drank and smoked a lot to cope and in his moments of grief, got arrested a few times. this greatly disappointed his father and only made the two grow more and more estranged.

when enough became enough, ryan was given an ultimatum - either get his shit together or get out. he chose option B. he left home not bearing to look back and spiraled even more.

it was only when he reached rock bottom that he realized he wasn't making his mom proud. in a last ditch effort to turn things around, he enlisted into the marines in san diego. as a third generation veteran, he thought going into the corps might mend the bridges of his family that he broke.

it sort of worked. during his time away, ryan discovered himself. he worked on becoming the man he always knew his mom wanted him to be.

then while in battle, an accident led to ryan's leg being demolished. he was severely wounded and transported home to recover. afterwards, he was given a purple heart for his service and had to undergo almost a year's worth of physical therapy, followed by a prosthetic to make him appear "normal".

nowadays, he's back in his hometown and trying to rebuild his life while researching for a new purpose. all the while, he's trying to mend things with his family.

headcanons .

after being wounded in combat, he underwent surgery to have his left leg amputated from the knee down. he now wears a prosthetic to appear "normal". but, he's incredibly insecure about it. therefore, he never wears shorts out in public or outside of his own home. and he definitely doesn't like people touching him near that leg.

he has "pelle sub agnina latitat mens saepe lupina" tattooed on his ribcage. it means "beneath the lamb's skin, often lurks a wolf's mind."

while he's not always consistent with it, he does keep a journal to write down his thoughts. it was a healing technique he learned in therapy and he enjoys when he can find the time to do it.

he was a lot softer as a kid and is often called on or known around town as the "handy neighbor". if you need help fixing a broken sink, changing a flat tire, or doing little projects around the house... he's your guy.

although he's saved up a lot of money from his time in the military and inherited quite a bit from his mother's life insurance, ryan is a man of modest means. that's why he lives in a small trailer by the lake. he loves the peacefulness of the outdoors and doesn't really value material things. but he will spoil the people he loves.

he owns a boxing gym called "ajax" named after the greek god, ajax, who was known for being fearless, strong, powerful and who had a high level of combat intelligence.

as much as ryan harbors tireless influxes of self-loathing, he also holds a dear desire to live his life for the people he cares about. and he cares for a lot of people. there’s nothing he wouldn’t do for the ones he cares about, even if he grumbles through it once or twice. ryan's a man who understands the colossal weight of loss, and therefore, he tries much harder than others to hold on to love as loudly as possible, even with all his imperfections.

character inspirations. oliver queen (arrow), david axelrod (endless love), billy russo (the punisher), noah calhoun (the notebook)

[xtruss]

The Titan Submersible Was “An Accident Waiting to Happen”

Interviews and e-mails with expedition leaders and employees reveal how OceanGate ignored desperate warnings from inside and outside the company. “It’s a lemon,” one wrote.

— By Ben Taub | July 1, 2023

Stockton Rush, the co-founder and C.E.O. of OceanGate, inside Cyclops I, a submersible, on July 19, 2017. Photographs by Balazs Gardi

The primary task of a submersible is to not implode. The second is to reach the surface, even if the pilot is unconscious, with oxygen to spare. The third is for the occupants to be able to open the hatch once they surface. The fourth is for the submersible to be easy to find, through redundant tracking and communications systems, in case rescue is required. Only the fifth task is what is ordinarily thought of as the primary one: to transport people into the dark, hostile deep.

At dawn four summers ago, the French submariner and Titanic expert Paul-Henri Nargeolet stood on the bow of an expedition vessel in the North Atlantic. The air was cool and thick with fog, the sea placid, the engine switched off, and the Titanic was some thirty-eight hundred metres below. The crew had gathered for a solemn ceremony, to pay tribute to the more than fifteen hundred people who had died in the most famous maritime disaster more than a hundred years ago. Rob McCallum, the expedition leader, gave a short speech, then handed a wreath to Nargeolet, the oldest man on the ship. As is tradition, the youngest—McCallum’s nephew—was summoned to place his hand on the wreath, and he and Nargeolet let it fall into the sea.

Inside a hangar on the ship’s stern sat a submersible known as the Limiting Factor. In the previous year, McCallum, Nargeolet, and others had taken it around the Earth, as part of the Five Deeps Expedition, a journey to the deepest point in each ocean. The team had mapped unexplored trenches and collected scientific samples, and the Limiting Factor’s chief pilot, Victor Vescovo—a Texan hedge-fund manager who had financed the entire operation—had set numerous diving records. But, to another member of the expedition team, Patrick Lahey, the C.E.O. of Triton Submarines (which had designed and built the submersible), one record meant more than the rest: the marine-classification society DNV had certified the Limiting Factor’s “maximum permissible diving depth” as “unlimited.” That process was far from theoretical; a DNV inspection engineer was involved in every stage of the submersible’s creation, from design to sea trials and diving. He even sat in the passenger seat as Lahey piloted the Limiting Factor to the deepest point on Earth.

After the wreath sank from view, Vescovo climbed down the submersible hatch, and the dive began. For some members of the crew, the site of the wreck was familiar. McCallum, who co-founded a company called eyos Expeditions, had transported tourists to the Titanic in the two-thousands, using two Soviet submarines that had been rated to six thousand metres. Another crew member was a Titanic obsessive—his endless talk of davits and well decks still rattles in my head. But it was Paul-Henri Nargeolet whose life was most entwined with the Titanic. He had dived it more than thirty times, beginning shortly after its discovery, in 1985, and now served as the underwater-research director for the organization that owns salvaging rights to the wreck.

Nargeolet had also spent the past year as Vescovo’s safety manager. “When I set out on the Five Deeps project, I told Patrick Lahey, ‘Look, I don’t know submarine technology—I need someone who works for me to independently validate whatever design you come up with, and its construction and operation,’ ” Vescovo recalled, this week. “He recommended P. H. Nargeolet, whom he had known for decades.” Nargeolet, whose wife had recently died, was a former French naval commander—an underwater-explosives expert who had spent much of his life at sea. “He had a sterling reputation, the perfect résumé,” Vescovo said. “And he was French. And I love the French.”

When Vescovo reached the silty bottom at the Titanic site, he recalled his private preparations with Nargeolet. “He had very good knowledge of the currents and the wreck,” Vescovo told me. “He briefed me on very specific tactical things: ‘Stay away from this place on the stern’; ‘Don’t go here’; ‘Try and maintain this distance at this part of the wreck.’ ” Vescovo surfaced about seven hours later, exhausted and rattled from the debris that he had encountered at the ship’s ruins, which risk entangling submersibles that approach too close. But the Limiting Factor was completely fine. According to its certification from DNV, a “deep dive,” for insurance and inspection purposes, was anything below four thousand metres. A journey to the Titanic, thirty-eight hundred metres down, didn’t even count.

Nargeolet remained obsessed with the Titanic, and, before long, he was invited to return. “To P. H., the Titanic was Ulysses’ sirens—he could not resist it,” Vescovo told me. A couple of weeks ago, Nargeolet climbed into a radically different submersible, owned by a company called OceanGate, which had spent years marketing to the general public that, for a fee of two hundred and fifty thousand dollars, it would bring people to the most famous shipwreck on Earth. “People are so enthralled with Titanic,” OceanGate’s founder, Stockton Rush, told a BBC documentary crew last year. “I read an article that said there are three words in the English language that are known throughout the planet. And that’s ‘Coca-Cola,’ ‘God,’ and ‘Titanic.’ ”

Nargeolet served as a guide to the wreck, Rush as the pilot. The other three occupants were tourists, including a father and son. But, before they reached the bottom, the submersible vanished, triggering an international search-and-rescue operation, with an accompanying media frenzy centered on counting down the hours until oxygen would run out.

McCallum, who was leading an expedition in Papua New Guinea at the time, knew the outcome almost instantly. “The report that I got immediately after the event—long before they were overdue—was that the sub was approaching thirty-five hundred metres,” he told me, while the oxygen clock was still ticking. “It dropped weights”—meaning that the team had aborted the dive—“then it lost comms, and lost tracking, and an implosion was heard.”

An investigation by the U.S. Coast Guard is ongoing; some debris from the wreckage has been salvaged, but the implosion was so violent and comprehensive that the precise cause of the disaster may never be known.

Until June 18th, a manned deep-ocean submersible had never imploded. But, to McCallum, Lahey, and other experts, the OceanGate disaster did not come as a surprise—they had been warning of the submersible’s design flaws for more than five years, filing complaints to the U.S. government and to OceanGate itself, and pleading with Rush to abandon his aspirations. As they mourned Nargeolet and the other passengers, they decided to reveal OceanGate’s history of knowingly shoddy design and construction. “You can’t cut corners in the deep,” McCallum had told Rush. “It’s not about being a disruptor. It’s about the laws of physics.”

The submersible Antipodes at the OceanGate headquarters, in Everett, Washington, on July 19, 2017.

Stockton Rush was named for two of his ancestors who signed the Declaration of Independence: Richard Stockton and Benjamin Rush. His maternal grandfather was an oil-and-shipping tycoon. As a teen-ager, Rush became an accomplished commercial jet pilot, and he studied aerospace engineering at Princeton, where he graduated in 1984.

Rush wanted to become a fighter pilot. But his eyesight wasn’t perfect, and so he went to business school instead. Years later, he expressed a desire to travel to space, and he reportedly dreamed of becoming the first human to set foot on Mars. In 2004, Rush travelled to the Mojave Desert, where he watched the launch of the first privately funded aircraft to brush against the edge of space. The only occupant was the test pilot; nevertheless, as Rush used to tell it, Richard Branson stood on the wing and announced that a new era of space tourism had arrived. At that point, Rush “abruptly lost interest,” according to a profile in Smithsonian magazine. “I didn’t want to go up into space as a tourist,” he said. “I wanted to be Captain Kirk on the Enterprise. I wanted to explore.”

Rush had grown up scuba diving in Tahiti, the Cayman Islands, and the Red Sea. In his mid-forties, he tinkered with a kit for a single-person mini-submersible, and piloted it around at shallow depths near Seattle, where he lived. A few years later, in 2009, he co-founded OceanGate, with a dream to bring tourists to the ocean world. “I had come across this business anomaly I couldn’t explain,” he recalled. “If three-quarters of the planet is water, how come you can’t access it?”

OceanGate’s first submersible wasn’t made by the company itself; it was built in 1973, and Lahey later piloted it in the North Sea, while working in the oil-and-gas industry. In the nineties, he helped refit it into a tourist submersible, and in 2009, after it had been sold a few times, and renamed Antipodes, OceanGate bought it. “I didn’t have any direct interaction with them at the time,” Lahey recalled. “Stockton was one of these people that was buying these older subs and trying to repurpose them.”

In 2015, OceanGate announced that it had built its first submersible, in collaboration with the University of Washington’s Applied Physics Laboratory. In fact, it was mostly a cosmetic and electrical refit; Lahey and his partners had built the underlying vessel, called Lula, for a Portuguese marine research nonprofit almost two decades before. It had a pressure hull that was the shape of a capsule pill and made of steel, with a large acrylic viewport on one end. It was designed to go no deeper than five hundred metres—a comfortable cruising depth for military submarines. OceanGate now called it Cyclops I.

Most submersibles have duplicate control systems, running on separate batteries—that way, if one system fails, the other still works. But, during the refit, engineers at the University of Washington rigged the Cyclops I to run from a single PlayStation 3 controller. “Stockton is very interested in being able to quickly train pilots,” Dave Dyer, a principal engineer, said, in a video published by his laboratory. Another engineer referred to it as “a combination steering wheel and gas pedal.”

Around that time, Rush set his sights on the Titanic. OceanGate would have to design a new submersible. But Rush decided to keep most of the design elements of Cyclops I. Suddenly, the University of Washington was no longer involved in the project, although OceanGate’s contract with the Applied Physics Laboratory was less than one-fifth complete; it is unclear what Dyer, who did not respond to an interview request, thought of Rush’s plan to essentially reconstruct a craft that was designed for five hundred metres of pressure to withstand eight times that much. As the company planned Cyclops II, Rush reached out to McCallum for help.

“He wanted me to run his Titanic operation for him,” McCallum recalled. “At the time, I was the only person he knew who had run commercial expedition trips to Titanic. Stockton’s plan was to go a step further and build a vehicle specifically for this multi-passenger expedition.” McCallum gave him some advice on marketing and logistics, and eventually visited the workshop, outside Seattle, where he examined the Cyclops I. He was disturbed by what he saw. “Everyone was drinking Kool-Aid and saying how cool they were with a Sony PlayStation,” he told me. “And I said at the time, ‘Does Sony know that it’s been used for this application? Because, you know, this is not what it was designed for.’ And now you have the hand controller talking to a Wi-Fi unit, which is talking to a black box, which is talking to the sub’s thrusters. There were multiple points of failure.” The system ran on Bluetooth, according to Rush. But, McCallum continued, “every sub in the world has hardwired controls for a reason—that if the signal drops out, you’re not fucked.”

One day, McCallum climbed into the Cyclops for a test dive at a marina. There, he met the chief pilot, David Lochridge, a Scotsman who had spent three decades as a submersible pilot and an engineer—first in the Royal Navy, then as a private contractor. Lochridge had worked all over the world: on offshore wind farms in the North Sea; on subsea-cables installations in the Atlantic, Indian, and Pacific oceans; on manned submarine trials with the Swedish Navy; on submarine-rescue operations for the navies of Britain and Singapore. But, during the harbor trial, the Cyclops got stuck in shallow water. “It was hilarious, because there were four very experienced operators in the sub, stuck at twenty or twenty-five feet, and we had to sit there for a few hours while they worked it out,” McCallum recalled. He liked and trusted Lochridge. But, of the sub, he said, “This thing is a mutt.”

Rush eventually decided that he would not attempt to have the Titanic-bound vehicle classed by a marine-certification agency such as DNV. He had no interest in welcoming into the project an external evaluator who would, as he saw it, “need to first be educated before being qualified to ‘validate’ any innovations.”

That marked the end of McCallum’s desire to be associated with the project. “The minute that I found out that he was not going to class the vehicle, that’s when I said, ‘I’m sorry, I just can’t be involved,’ ” he told me. “I couldn’t tell him anything about the Five Deeps project at that time. But I was able to say, ‘Look, I am involved with other projects that are building classed subs’—of course, I was talking about the Limiting Factor—‘and I can tell you that the class society has been nothing but supportive. They are actually part of our innovation process. We’re using the brainpower of their engineers to feed into our design.

“Stockton didn’t like that,” McCallum continued. “He didn’t like to be told that he was on the fringe.” As word got out that Rush planned to take tourists to the Titanic, McCallum recalled, “people would ring me, and say, ‘We’ve always wanted to go to Titanic. What do you think?’ And I would tell them, ‘Never get in an unclassed sub. I wouldn’t do it, and you shouldn’t, either.’ ”

In early 2018, McCallum heard that Lochridge had left OceanGate. “I’d be keen to pick your brain if you have a few moments,” McCallum e-mailed him. “I’m keen to get a handle on exactly how bad things are. I do get reports, but I don’t know if they are accurate.” Whatever his differences with Rush, McCallum wanted the venture to succeed; the submersible industry is small, and a single disaster could destroy it. But the only way forward without a catastrophic operational failure—which he had been told was “certain,” he wrote—was for OceanGate to redesign the submersible in coördination with a classification society. “Stockton must be gutted,” McCallum told Lochridge, of his departure. “You were the star player . . . . . and the only one that gave me a hint of confidence.”

“I think you are going to [be] even more taken aback when I tell you what’s happening,” Lochridge replied. He added that he was afraid of retaliation from Rush—“We both know he has influence and money”—but would share his assessment with McCallum, in private: “That sub is Not safe to dive.”

“Do you think the sub could be made safe to dive, or is it a complete lemon?” McCallum replied. “You will get a lot of support from people in the industry . . . . everyone is watching and waiting and quietly shitting their pants.”

“It’s a lemon.”

“Oh dear,” McCallum replied. “Oh dear, oh dear.”

David Lochridge, OceanGate’s former director of marine operations, pilots Cyclops I during a test dive in Everett, on July 19, 2017.

Lochridge had been hired by OceanGate in May, 2015, as its director of marine operations and chief submersible pilot. The company moved him and his family to Washington, and helped him apply for a green card. But, before long, he was clashing with Rush and Tony Nissen, the company’s director of engineering, on matters of design and safety.

Every aspect of submersible design and construction is a trade-off between strength and weight. In order for the craft to remain suspended underwater, without rising or falling, the buoyancy of each component must be offset against the others. Most deep-ocean submersibles use spherical titanium hulls and are counterbalanced in water by syntactic foam, a buoyant material made up of millions of hollow glass balls, which is attached to the external frame. But this adds bulk to the submersible. And the weight of titanium limits the practical size of the pressure hull, so that it can accommodate no more than two or three people. Spheres are “the best geometry for pressure, but not for occupation,” as Rush put it.

The Cyclops II needed to fit as many passengers as possible. “You don’t do the coolest thing you’re ever going to do in your life by yourself,” Rush told an audience at the GeekWire Summit last fall. “You take your wife, your son, your daughter, your best friend. You’ve got to have four people” besides the pilot. Rush planned to have room for a Titanic guide and three passengers. The Cyclops II could fit that many occupants only if it had a cylindrical midsection. But the size dictated the choice of materials. The steel hull of Cyclops I was too thin for Titanic depths—but a thicker steel hull would add too much weight. In December, 2016, OceanGate announced that it had started construction on Cyclops II, and that its cylindrical midsection would be made of carbon fibre. The idea, Rush explained in interviews, was that carbon fibre was a strong material that was significantly lighter than traditional metals. “Carbon fibre is three times better than titanium on strength-to-buoyancy,” he said.

A month later, OceanGate hired a company called Spencer Composites to build the carbon-fibre hull. “They basically said, ‘This is the pressure we have to meet, this is the factor of safety, this is the basic envelope. Go design and build it,’ ” the founder, Brian Spencer, told CompositesWorld, in the spring of 2017. He was given a deadline of six weeks.

Toward the end of that year, Lochridge became increasingly concerned. OceanGate would soon begin manned sea trials for Cyclops II in the Bahamas, and he believed that there was a chance that they would result in catastrophe. The consequences for Lochridge could extend beyond OceanGate’s business and the trauma of losing colleagues; as director of marine operations, Lochridge had a contract specifying that he was ultimately responsible for “ensuring the safety of all crew and clients.”

On the workshop floor, he raised questions about potential flaws in the design and build processes. But his concerns were dismissed. OceanGate’s position was that such matters were outside the scope of his responsibilities; he was “not hired to provide engineering services, or to design or develop Cyclops II,” the company later said, in a court filing. Nevertheless, before the handover of the submersible to the operations team, Rush directed Lochridge to carry out an inspection, because his job description also required him to sign off on the submersible’s readiness for deployment.

On January 18, 2018, Lochridge studied each major component, and found several critical aspects to be defective or unproven. He drafted a detailed report, which has not previously been made public, and attached photographs of the elements of greatest concern. Glue was coming away from the seams of ballast bags, and mounting bolts threatened to rupture them; both sealing faces had errant plunge holes and O-ring grooves that deviated from standard design parameters. The exostructure and electrical pods used different metals, which could result in galvanic corrosion when exposed to seawater. The thruster cables posed “snagging hazards”; the iridium satellite beacon, to transmit the submersible’s position after surfacing, was attached with zip ties. The flooring was highly flammable; the interior vinyl wrapping emitted “highly toxic gasses upon ignition.”

To assess the carbon-fibre hull, Lochridge examined a small cross-section of material. He found that it had “very visible signs of delamination and porosity”—it seemed possible that, after repeated dives, it would come apart. He shone a light at the sample from behind, and photographed beams streaming through splits in the midsection in a disturbing, irregular pattern. The only safe way to dive, Lochridge concluded, was to first carry out a full scan of the hull.

The next day, Lochridge sent his report to Rush, Nissen, and other members of the OceanGate leadership. “Verbal communication of the key items I have addressed in my attached document have been dismissed on several occasions, so I feel now I must make this report so there is an official record in place,” he wrote. “Until suitable corrective actions are in place and closed out, Cyclops 2 (Titan) should not be manned during any of the upcoming trials.”

Rush was furious; he called a meeting that afternoon, and recorded it on his phone. For the next two hours, the OceanGate leadership insisted that no hull testing was necessary—an acoustic monitoring system, to detect fraying fibres, would serve in its place. According to the company, the system would alert the pilot to the possibility of catastrophic failure “with enough time to arrest the descent and safely return to surface.” But, in a court filing, Lochridge’s lawyer wrote, “this type of acoustic analysis would only show when a component is about to fail—often milliseconds before an implosion—and would not detect any existing flaws prior to putting pressure onto the hull.” A former senior employee who was present at the meeting told me, “We didn’t even have a baseline. We didn’t know what it would sound like if something went wrong.”

OceanGate’s lawyer wrote, “The parties found themselves at an impasse—Mr. Lochridge was not, and specifically stated that he could not be made comfortable with OceanGate’s testing protocol, while Mr. Rush was unwilling to change the company’s plans.” The meeting ended in Lochridge’s firing.

Soon afterward, Rush asked OceanGate’s director of finance and administration whether she’d like to take over as chief submersible pilot. “It freaked me out that he would want me to be head pilot, since my background is in accounting,” she told me. She added that several of the engineers were in their late teens and early twenties, and were at one point being paid fifteen dollars an hour. Without Lochridge around, “I could not work for Stockton,” she said. “I did not trust him.” As soon as she was able to line up a new job, she quit.

“I would consider myself pretty ballsy when it comes to doing things that are dangerous, but that sub is an accident waiting to happen,” Lochridge wrote to McCallum, two weeks later. “There’s no way on earth you could have paid me to dive the thing.” Of Rush, he added, “I don’t want to be seen as a Tattle tale but I’m so worried he kills himself and others in the quest to boost his ego.”

McCallum forwarded the exchange to Patrick Lahey, the C.E.O. of Triton Submarines, whose response was emphatic: if Lochridge “genuinely believes this submersible poses a threat to the occupants,” then he had a moral obligation to inform the authorities. “To remain quiet makes him complicit,” Lahey wrote. “I know that may sound ominous but it is true. History is full of horrific examples of accidents and tragedies that were a direct result of people’s silence.”

OceanGate claimed that Cyclops II had “the first pressure vessel of its kind in the world.” But there’s a reason that Triton and other manufacturers don’t use carbon fibre in their hulls. Under compression, “it’s a capricious fucking material, which is the last fucking thing you want to associate with a pressure boundary,” Lahey told me.

“With titanium, there’s a purpose to a pressure test that goes beyond just seeing whether it will survive,” John Ramsay, the designer of the Limiting Factor, explained. The metal gradually strengthens under repeated exposure to incredible stresses. With carbon fibre, however, pressure testing slowly breaks the hull, fibre by tiny fibre. “If you’re repeatedly nearing the threshold of the material, then there’s just no way of knowing how many cycles it will survive,” he said.

“It doesn’t get more sensational than dead people in a sub on the way to Titanic,” Lahey’s business partner, the co-founder of Triton Submarines, wrote to his team, on March 1, 2018. McCallum tried to reason with Rush directly. “You are wanting to use a prototype un-classed technology in a very hostile place,” he e-mailed. “As much as I appreciate entrepreneurship and innovation, you are potentially putting an entire industry at risk.”

Rush replied four days later, saying that he had “grown tired of industry players who try to use a safety argument to stop innovation and new entrants from entering their small existing market.” He understood that his approach “flies in the face of the submersible orthodoxy, but that is the nature of innovation,” he wrote. “We have heard the baseless cries of ‘you are going to kill someone’ way too often. I take this as a serious personal insult.”

In response, McCallum listed a number of specific concerns, from his “humble perch” as an expedition leader. “In your race to Titanic you are mirroring that famous catch cry ‘she is unsinkable,’ ” McCallum wrote. The correspondence ended soon afterward; Rush asked McCallum to work for him—then threatened him with a lawsuit, in an effort to silence him, when he declined.

By now, McCallum had introduced Lochridge to Lahey. Lahey wrote him, “If Ocean Gate is unwilling to consider or investigate your concerns with you directly perhaps some other means of getting them to pay attention is required.”

Lochridge replied that he had already contacted the United States Department of Labor, alleging to its Occupational Safety and Health Administration that he had been terminated in retaliation for raising safety concerns. He also sent the osha investigator Paul McDevitt a copy of his Cyclops II inspection report, hoping that the government might take actions that would “prevent the potential for harm to life.”

A few weeks later, McDevitt contacted OceanGate, noting that he was looking into Lochridge’s firing as a whistle-blower-protection matter. OceanGate’s lawyer Thomas Gilman soon issued Lochridge a court summons: he had ten days to withdraw his osha claim and pay OceanGate almost ten thousand dollars in legal expenses. Otherwise, Gilman wrote, OceanGate would sue him, take measures to destroy his professional reputation, and accuse him of immigration fraud. Gilman also reported to osha that Lochridge had orchestrated his own firing because he “wanted to leave his job and maintain his ability to collect unemployment benefits.” (McDevitt, of osha, notified the Coast Guard of Lochridge’s complaint. There is no evidence that the Coast Guard ever followed up.)

Lochridge received the summons while he was at his father’s funeral. He and his wife hired a lawyer, but it quickly became clear that “he didn’t have the money to fight this guy,” Lahey told me. (Lochridge declined to be interviewed.) Lahey covered the rest of the expenses, but, after more than half a year of legal wrangling, and threats of deportation, Lochridge withdrew his whistle-blower claim with osha so that he could go on with his life. Lahey was crestfallen. “He didn’t consult me about that decision,” Lahey recalled. “It’s not that he had to—it was his fight, not mine. But I was underwriting the cost of it, because I believed in the idea that this inspection report, which he wouldn’t share with anybody, needed to see the light of day.”

Stockton Rush in front of Cyclops I, on July 19, 2017.

A few weeks after Lochridge was fired, OceanGate announced that it was testing its new submersible in the marina of Everett, Washington, and would soon begin shallow-water trials in Puget Sound. To preëmpt any concerns about the carbon-fibre hull, the company touted the acoustic monitoring system, which was later patented in Rush’s name. “Safety is our number one priority,” Rush said, in an OceanGate press release. “We believe real-time health monitoring should be standard safety equipment on all manned-submersibles.”

“He’s spinning the fact that his sub requires a hull warning system into something positive,” Jarl Stromer, Triton’s regulatory and class-compliance manager, reported to Lahey. “He’s making it sound like the Cyclops is more advanced because it has this system when the opposite is true: The submersible is so experimental, and the factor of safety completely unknown, that it requires a system to warn the pilot of impending collapse.”

Like Lochridge, Triton’s outside counsel, Brad Patrick, considered the risk to life to be so evident that the government should get involved. He drafted a letter to McDevitt, the osha investigator, urging the Department of Labor to take “immediate and decisive action to stop OceanGate” from taking passengers to the Titanic “before people die. It is that simple.” He went on, “At the bottom of all of this is the inevitable tension betwixt greed and safety.”

But Patrick’s letter was never sent. Other people at Triton worried that the Department of Labor might perceive the letter as an attack on a business rival. By now, OceanGate had renamed Cyclops II “Titan,” apparently to honor the Titanic. “I cannot tell you how much I fucking hated it when he changed the goddam name to Titan,” Lahey told me. “That was uncomfortably close to our name.”

“Stockton strategically structured everything to be out of U.S. jurisdiction” for its Titanic pursuits, the former senior OceanGate employee told me. “It was deliberate.” In a legal filing, the company reported that the submersible was “being developed and assembled in Washington, but will be owned by a Bahamian entity, will be registered in the Bahamas and will operate exclusively outside the territorial waters of the United States.” Although it is illegal to transport passengers in an unclassed, experimental submersible, “under U.S. regulations, you can kill crew,” McCallum told me. “You do get in a little bit of trouble, in the eyes of the law. But, if you kill a passenger, you’re in big trouble. And so everyone was classified as a ‘mission specialist.’ There were no passengers—the word ‘passenger’ was never used.” No one bought tickets; they contributed an amount of money set by Rush to one of OceanGate’s entities, to fund their own missions.

“It is truly hard to imagine the discernment it took for Stockton to string together each of the links in the chain,” Patrick noted. “ ‘How do I avoid liability in Washington State? How do I avoid liability with an offshore corporate structure? How do I keep the U.S. Coast Guard from breathing down my neck?’ ”

But OceanGate had a retired Coast Guard rear admiral, John Lockwood, on its board of directors. “His experiences at the highest levels of the Coast Guard and in international maritime affairs will allow OceanGate to refine our client offerings,” Rush announced with his appointment, in 2013. Lockwood said that he hoped “to help bring operational and regulatory expertise” to OceanGate’s affairs. (Lockwood did not respond to a request for comment.) Still, Rush failed to win over the submersible industry. When he asked Don Walsh, a renowned oceanographer who reached the deepest point in the ocean, in 1960, to consult on the Titanic venture, Walsh replied, “I am concerned that my affiliation with your program at this late date would appear to be nothing more than an endorsement of what you are already doing.”

That spring, more than three dozen industry experts sent a letter to OceanGate, expressing their “unanimous concern” about its upcoming Titanic expedition—for which it had already sold places. Among the signers were Lahey, McCallum, Walsh, and a Coast Guard senior inspector. “OceanGate’s anticipated dive schedule in the spring of 2018 meant that they were going to take people down, and we had a great deal of concern about them surviving that trip,” Patrick told me. But sea trials were a disaster, owing to problems with the launch-and-recovery system, and OceanGate scuttled its Titanic operations for that year. Lochridge broke the news to Lahey. “Lives have been saved for a short while anyway,” he wrote.

OceanGate kept selling tickets, but did not dive to the Titanic for the next three years. It appears that the company spent this period testing materials, and that it built several iterations of the carbon-fibre hull. But it is difficult to know what tests were done, exactly, and how many hulls were made, and by whom, because Rush’s public statements are deeply unreliable. He claimed at various points to have design and testing partnerships with Boeing and nasa, and that at least one iteration of the hull would be built at the Marshall Space Flight Center, in Huntsville, Alabama. But none of those things were true. Meanwhile, soon after Lochridge’s departure, a college newspaper quoted a recent graduate as saying that he and his classmates had started working on the Titan’s electrical systems as interns, while they were still in school. “The whole electrical system,” he said. “That was our design, we implemented it, and it works.”

By the time that OceanGate finally began diving to the Titanic, in 2021, it had refined its pitch to its “mission specialists.” The days of insinuating that Titan was safe had ended. Now Rush portrayed the submersible as existing at the very fringe of what was physically possible. Clients signed waivers and were informed that the submersible was experimental and unclassed. But the framing was that this was how pioneering exploration is done.

“We were all told—intimately informed—that this was a dangerous mission that could result in death,” an OceanGate “mission specialist” told Fox News last week. “We were versed in how the sub operated. We were versed in various protocols. But there’s a limit . . . it’s not a safe operation, inherently. And that’s part of research and development and exploration.” He went on, “If the Wright brothers had crashed on their first flight, they would have still left the bonds of Earth.” Another “mission specialist” wrote in a blog post that, a month before the implosion, Rush had confessed that he’d “gotten the carbon fiber used to make the Titan at a big discount from Boeing because it was past its shelf-life for use in airplanes.”

“Carbon fibre makes noise,” Rush told David Pogue, a CBS News correspondent, last summer, during one of the Titanic expeditions. “It crackles. The first time you pressurize it, if you think about it—of those million fibres, a couple of ’em are sorta weak. They shouldn’t have made the team.” He spoke of signs of hull breakage as if it were perfectly routine. “The first time we took it to full pressure, it made a bunch of noise. The second time, it made very little noise.”

Fibres do not regenerate between dives. Nevertheless, Rush seemed unconcerned. “It’s a huge amount of pressure from the point where we’d say, ‘Oh, the hull’s not happy,’ to when it implodes,” he noted. “You just have to stop your descent.”

It’s not clear that Rush could always stop his descent. Once, as he piloted passengers to the wreck, a malfunction prevented Rush from dropping weights. Passengers calmly discussed sleeping on the bottom of the ocean, thirty-eight hundred metres down; after twenty-four hours, a drop-weight mechanism would dissolve in the seawater, allowing the submersible to surface. Eventually, Rush managed to release the weights manually, using a hydraulic pump. “This is why you want your pilot to be an engineer,” a passenger said, smiling, as another “mission specialist” filmed her.

Last year, a BBC documentary crew joined the expedition. Rush stayed on the surface vessel while Scott Griffith, OceanGate’s director of logistics and quality assurance, piloted a scientist and three other passengers down. (Griffith did not respond to a request for comment.) During the launch, a diver in the water noticed and reported to the surface vessel that something with a thruster seemed off. Nevertheless, the mission continued.

More than two hours passed; after Titan touched down in the silt, Griffith fired the thrusters and realized something was wrong.“I don’t know what’s going on,” he said. As he fiddled with the PlayStation controller, a passenger looked out the viewport.

“Am I spinning?” Griffith asked.

“Yes.”

“I am?”

“Looks like it,” another passenger said.

“Oh, my God,” Griffith muttered. One of the thrusters had been installed in the wrong direction. “The only thing I can do is a three-sixty,” he said.

They were in the debris field, three hundred metres from the intact part of the wreck. One of the clients said that she had delayed buying a car, getting married, and having kids, all “because I wanted to go to Titanic,” but they couldn’t make their way over to its bow. Griffith relayed the situation to the ship. Rush’s solution was to “remap the PS3 controller.”

Rush couldn’t remember where the buttons were, and it seems as though there was no spare controller on the ship. Someone loaded an image of a PlayStation 3 controller from the Internet, and Rush worked out a new button routine. “Yeah—left and right might be forward and back. Huh. I don’t know,” he said. “It might work.”

“Right is forward,” Griffith read off his screen, two and a half miles below. “Uh—I’m going to have to write this down.”

“Right is forward,” Rush said. “Great! Live with it.”

Shipwrecks are notoriously difficult and dangerous to dive. Rusted cables drape the Titanic, moving with the currents; a broken crow’s nest dangles over the deck. Griffith piloted the submersible over to the wreck, and passengers within feet of it, while teaching himself in real time to operate a Bluetooth controller whose buttons suddenly had different functions than those for which he had trained.

Various models of Cyclops II are exhibited alongside a model of the Titanic, at the OceanGate headquarters, on July 19, 2017.

“If you’re not breaking things, you’re not innovating,” Rush said, at the GeekWire Summit last fall. “If you’re operating within a known environment, as most submersible manufacturers do—they don’t break things. To me, the more stuff you’ve broken, the more innovative you’ve been.”

The Titan’s viewport was made of acrylic and seven inches thick. “That’s another thing where I broke the rules,” Rush said to Pogue, the CBS News journalist. He went on to refer to a “very well-known” acrylic expert, Jerry D. Stachiw, who wrote an eleven-hundred-page manual called “Handbook of Acrylics for Submersibles, Hyperbaric Chambers, and Aquaria.” “It has safety factors that—they were so high, he didn’t call ’em safety factors. He called ’em conversion factors,” Rush said. “According to the rules,” he added, his viewport was “not allowed.”

It seemed as if Rush believed that acrylic’s transparent quality would give him ample warning before failure. “You can see every surface,” he said. “And if you’ve overstressed it, or you’ve even come close, it starts to get this crazing effect.”

“And if that happened underwater . . .”

“You just stop and go to the surface.”

“You would have time to get back up?” Pogue asked.

“Oh, yeah, yeah, yeah. It’s way more warning than you need.”

John Ramsay, who has designed several acrylic-hulled submersibles, was less sure. “You’ll probably never be able to find out the source of failure” of the Titan, he told me, in a recent phone call from his cottage in southwest England. But it seems as though Rush did not understand how acrylic limits are calculated. “Where Stockton is talking about those things called conversion factors . . .”

Ramsay grabbed a copy of Stachiw’s acrylic handbook from his spare bedroom. When Stachiw’s team was doing its tests, “they would pressurize it really fast, the acrylic would implode, and then they would assign a conversion factor, to tabulate a safe diving depth,” he explained. “So let’s say the sample imploded at twelve hundred metres. You apply a conversion factor of six, and you get a rating of two hundred metres.” He paused, and spoke slowly, to make sure I understood the gravity of what followed. “It’s specifically not called a safety factor, because the acrylic is not safe to twelve hundred metres,” he said. “I’ve got a massive report on all of this, because we’ve just had to reverse engineer all of Jerry Statchiw’s work to determine when our own acrylic will fail.” The risk zone begins at about twice the depth rating.

According to David Lochridge’s court filings, from 2018, Cyclops II’s viewport had a depth rating of only thirteen hundred metres, approximately one-third of Titanic’s depth. It is possible that this had changed by the time passengers finally dived. But, Lochridge’s lawyer wrote, OceanGate “refused to pay for the manufacturer to build a viewport that would meet the required depth.”

In May, Rush invited Victor Vescovo to join his Titanic expedition. “I turned him down,” Vescovo told me. “I didn’t even want the appearance that I was sanctioning his operation.” But his friend—the British billionaire Hamish Harding, whom Vescovo had previously taken in the Limiting Factor to the bottom of the Mariana Trench—signed up to be a “mission specialist.”

On the morning of June 18th, Rush climbed inside the Titan, along with Harding, the British Pakistani businessman Shahzada Dawood, and his nineteen-year-old son, Suleman, who had reportedly told a relative that he was terrified of diving in a submersible but would do so anyway, because it was Father’s Day. He carried with him a Rubik’s Cube so that he could solve it in front of the Titanic wreck. The fifth diver was P. H. Nargeolet, the Titanic expert—Vescovo’s former safety adviser, Lahey and McCallum’s old shipmate and friend. He had been working with OceanGate for at least a year as a wreck navigator, historian, and guide.

The force of the implosion would have been so violent that everyone on board would have died before the water touched their bodies.

For the Five Deeps crew, Nargeolet’s legacy is complicated by the circumstances of his final dives. “I had a conversation with P. H. just as recently as a few months ago,” Lahey told me. “I kept giving him shit for going out there. I said, ‘P. H., by you being out there, you legitimize what this guy’s doing. It’s a tacit endorsement. And, worse than that, I think he’s using your involvement with the project, and your presence on the site, as a way to fucking lure people into it.’ ”

Nargeolet replied that he was getting old. He was a grieving widower, and, as he told people several times in recent years, “if you have to go, that would be a good way. Instant.”

“I said, ‘O.K., so you’re ready to fucking die? Is that what it is, P. H.?’ ” Lahey recalled. “And he said, ‘No, no, but I figure that, maybe if I’m out there, I can help them avoid a tragedy.’ But instead he found himself right in the fucking center of a tragedy. And he didn’t deserve to go that way.”

“I loved P. H. Nargeolet,” Lahey continued. He started choking up. “He was a brilliant human being and somebody that I had the privilege of knowing for almost twenty-five years, and I think it’s a tremendously sad way for him to have ended his life.”

Lahey dived the Titanic in the Limiting Factor during the Five Deeps expedition, back in 2019. I remember him climbing out of the submersible and being upset at the fact that we were even there. “It’s a mess down there,” he recalled, this week. “It’s a tragic fucking place. And in some ways, you know, people paying all that money to go and fly around in a fucking graveyard . . .” He trailed off. But the loss of so much life, in 1912, set in motion new regulations and improvements for safety at sea. “And so I guess, on a positive note, you can look at that as having been a difficult and tragic lesson that probably has since saved hundreds of thousands of lives,” he said.

OceanGate declined to comment. But, in 2021, Stockton Rush told an interviewer that he would “like to be remembered as an innovator. I think it was General MacArthur who said, ‘You’re remembered for the rules you break.’ And I’ve broken some rules to make this.” He was sitting in the Titan’s hull, docked in the Port of St. John’s, the nearest port to the site where he eventually died. “The carbon fibre and titanium? There’s a rule you don’t do that. Well, I did.” ♦

— Ben Taub, A Staff Writer, is the recipient of the 2020 Pulitzer Prize for feature writing. His 2018 reporting on Iraq won a National Magazine Award and a George Polk Award.

[105nt]

More to add to this part:

I visited Whitstable Museum today, which is tiny but lovely, really, everyone should go there and speak to the staff about things Whitstable. I will be spamming the world with my usual out of focus pics of random stuff any minute now. 😁

BUT before I do that, I spotted this in a display about local nineteenth century divers:

I don't think there's any doubt that Dollar Row is the same row of cottages as mentioned in The Ink Black Heart as containing the fictional Aquarelle Cottage.

A bit more digging revealed that the ship salvaged was the Enterprise ...

... which was a slave ship, known to be carrying a fortune in coins from the triangular slave trade.

Belfast News Letter, Tuesday April 8 1834

In the month of Feb 1803 [sic], the ship Enterprize, belonging to Leyland and Co. Liverpool, struck on the Mew Island, near Donaghadee, and went to pieces - she was richly laden, and had a great many dollars on board. A Mr. Haughton was sent from Liverpool to lift whatever could be obtained, and a considerable quantity of dollars, in bags, was taken up, by tongs made for the purpose; but still a quantity remained in the clefts of the rocks. Not many years ago, there were attempts made [using a diving bell], but with little success, to recover the remainder. However on Tuesday last[1 April 1834], a small English cutter went upon the spot where a few dollars had formerly been found, and a man, properly equipped with Deanes' Patent Diving Apparatus, went down, and found a bottle of some sort of liquid; the contents appeared transparent, and were supposed to be wine, brandy or rum. The cork is grown over with seaweed, like that called dulse, and on the neck of the bottle, small limpets are growing. This curiosity may at present be seen at Mr Jardine's, sign of Lord Nelson, Mariners Hotel, Donaghadee.

The salvagers kept coming, until the locals were quite fed up.

Caledonian Mercury, Thursday 3 July 1834

Diving for Dollars: A remarkable instance of ingenuity and enterprise has recently come to our knowledge. A person who has invented a very portable, yet very efficient apparatus for diving below water, lately came to Portpatrick and Donanghadee, and, descending into the harbours of these two places, walked through them many feet under water, with as much care as if he had been walking on the sand when the tide was out. He could ascend and descend at pleasure, and with rapidity, a display of which afforded much amusement to the onlookers. When chased by a boat, as he exhibited in the water, and when the boat was almost upon him, he dived like a sea bird, and eluded his pursuers, rising again out of reach.

He did not limit his invention to the amusement of the community, but being informed of a ship, in which tradition said there was 200,000 pounds worth of dollars, having gone down, between the Copeland Islands and the mainland of County Down, a little to the north of Donaghadee, the adventurer [John Deane, according to Bevan] has descended, and has, at several times succeeded in bringing up a vast number of dollars. Report estimates his success at 24,000 dollars, some say pounds; but he lately brought over his treasure and transmitted it by coach to London, and a very heavy load it was to the mail. The people on the coast, envying him his rich harvest, have come off in boats and impeded his labour by throwing stones and other missiles, to his vexation, annoyance and interruption. He employs several men, who descend in turn - can stay five hours at a time with the utmost ease, as a proof of which we have heard it said, that one of the divers who was tipsy the day before, on going down yielded to a propensity to sleep, and a companion had to descend to raise him from his slumbers.

Of the construction of the apparatus, we have not heard anything accurate, it is made of water-proof cloth, having glass opposite the eyes, and the air is forced down to the person by an air-pump and hose; the air-pump is very small and easily carried. Sinks[pieces] of lead of different weights, according to the depth, are employed to drag the apparatus down.

The dollars are much tarnished, and above 20 of them were found matted to the lock of a pistol, a union which it is conjectured may have been effected by some electrical process going on between the metal of the lock, the silver and sea water. A patent has been taken out on the apparatus, for which it is said the man asks 150 guineas.

From:

Anyway, I thought that was a nice bit of local colour, a sort of eau-de-nil, and here are some plucky divers to finish off.

[writer59january13]

Incomplete metamorphosis of distilled adolescent...

therefore he characterizes himself as an anomaly...any idea why?

Mortified, petrified, stultified, et cetera sheltered,

and mortally wounded prepubescent,

I consider myself analogously buttressed, cocooned, garrisoned (for bing keeler), hardened, insulated, where cell baited jumping frog o' Montgomery County ne'er went leaving larvae stage,

now no divine providential power can assuage,

yours truly metaphorically locked within invisible iron bound cage

every occasion to shower validates steep wage

permanently doled out, yet tis futile to rage against this human machine i.e. body dielectric rampage clocking three scored

orbitz chronological gauge

forever fixed feigned fodder, when unlived uber story of mein kampf writ faint chicken scratch final page

gin hated anorexic regressive toddling cribbage

deadly game of mine Life pampered

post infancy attended

Aladdin (a lad in) his hermitage late childhood marriage

with grim reaper as coefficient co-inhabitant

feasting emaciated lovely bones

verily scrawny, puny, and nerdy, yea easy to lyft

courtesy lost livingsocial scrimmage

trademark spindleshanks -

stagnant embarrassingly useless two legged equipage at childhood's end..., me skinny package then weighing, eh no more'n half dozen stone,

these days when undressing to wash forced to espy physical

Homo sapiens wreckage

constant visual reminder

this spare rankled, stunted,

tendered ship of state, yours truly nah oh sage

enlightenment gleaned i.e. 20/20 hindsight kickstarted quickened, leveraged, mortgaged...,

principly unbalanced worthiness

anatomical disparity

impossible mission to salvage

accounting rent permanently askew fixed APR rendered amortization sabotage

irreversible penalty suffrage

escaping serfdom volunteering self as webbed vassalage

til death do me part.

Subsequently, his female persona pacified, but Willy Wonka who could offer

the golden ticket

to the chocolate factory

(and provide restitution

to mine childhood,

whereat I could select

the road not taken

setting me on a course

to healthy maturation

of body, mind, and spirit)

honest to dog housed somewhere in Philly within himself aptly, coed gently, optimally, suitably, verily, wonderfully called Anna Milly,

which readership reception might surprisingly please Billy me not intended tubby icy cold nor chilly...

After chugging, guzzling, sipping, quaffing... wine

bitter to this teetotaling (pharmacological medication dependent) tongue as quinine

undoubtedly equally unpalatable getting pricked with rusty nine inch nails, (thank you Trent Reznor) analogous to being crucified (been there done that)

inebriated self actualization regarding mine

mental clarity crossed

figurative thin blue line

abnormality dawned inside fifty shades of gray matter marinated these long years in brine,

which realization bubbled, fizzled, nudged, plastered, eventually spurred bile lent reflux

in short shrift generating poem without rhyme, reason, but essentially drivel concocted blimy verse unarguably asinine.

Just bear with me and

swallow this poetic bunk,

no matter (ah mint) absolute zero vodka drunk,

nor other alcoholic beverage (amber liquid of the dog gods) downed, despite feeling in deep purple funk

cuz that would wreak havoc courtesy grapes of

wrath fermented gunk

very little liquor necessary to plaster laughingstock (sand thrown in these myopic eyes) by any best buy, garden variety, home depot hunk treating me like unwanted, outdated, and housed née cooped (with toys in the attic) junk

enshrouded himself covered with dust evokes monk.

Quickly, mostly easily forgotten about

elapse of time promoted doubt

regarding, weekday, month, year... and purposeless either to twist or shout cuz pervasive fishy developmental gill tee subservience deeply affected him while trout fishing in America.

[nwbeerguide]

Astoria's Buoy Beer Company eager to move on from a year ago announces changes at their brewery and taproom.

image courtesy Buoy Beer Company

Press Release

Astoria, Oregon is a small coastal town at the confluence of the Columbia River and the Pacific Ocean. It’s a town fueled by community. A town where small businesses flourish. A town where locals see someone they know almost everywhere they go. At the river’s edge of this town is Buoy Beer Company, a brewery and restaurant on the Columbia River with a sweeping view of passing ships, shimmering waters, and in the distance, the Pacific Ocean.  

On June 14, 2022, part of a building on the brewery’s campus collapsed into the river after the pilings underneath gave way. Word moved quickly through town of the brewery’s damage. “Almost immediately I got a text from my friend Lisa,” says Dolores Matthys, Buoy’s HR Manager. “It said: ‘Thinking of you and all your staff. Hoping all are okay.’” 

Management’s first priority was to make sure everyone was accounted for and safe, which was quickly verified. The second priority was to shut down the natural gas and CO2 so emergency services could secure the building. The next few days were a blur, with every department working on how they could keep Buoy running while coping with the functional and symbolic loss of the building. “When the collapse happened, the reaction was so visceral, it made me realize just how important Buoy is to many in our community,” says Matt Jones, Head Brewer. 

In September 2021, Buoy finished a much-anticipated brewery expansion into the Astor Street building (formerly home to Video Horizons) across the Riverwalk and immediately south of the original building. Since then, all brewing and fermentation processes have taken place in that building.  

The partially collapsed building contained the second part of the beer-making process – bright tanks, lager tanks, kegging, packaging materials, and a new high-speed canning line – as well as the restaurant. Those tanks were full of beer and a plan was needed to not only salvage what we could, but to also replace that capacity (which had been cut in half) in time for the big beer months of the summer. “Pretty much the first few days were salvage-and-plan mode,” says Matt Jones. 

The team banded together and moved quickly. Usable fermenters were set up as bright tanks, a canning line was rented, brewing schedules were altered, and Buoy was back to producing beer in less than one week – in half the space and with half the equipment.  

“It’s amazing, what we were able to accomplish,” says Dave Kroening, Co-founder. “The quick shift was a testament to our incredible staff and their flexibility and dedication.” 

The outreach from the brewing community poured in from all over the Pacific Northwest. “We knew we couldn’t keep the shelves stocked with our now-limited capacity,” says Dave Kroening. “The great people of Ninkasi and Sin Marca quickly worked with us to set up contract brewing, which helped us figure out how we were going to keep our production numbers up.”  Brewers had long conversations about malt bills and yeast strains, and made trips to Eugene and Portland to sample batches and hone recipes with the same flavor profiles.  

But while the brewery staff was busy pivoting, the restaurant staff was unfortunately displaced. They dedicated their time to cleaning up what they could from the riverbank while the management staff jumped into finding a new space to maintain their livelihoods and continue to serve the community. 

By the end of week two, the team had found a temporary home in the Astoria Food Hub at 1152 Marine Dr, just a few blocks away.  

Though things were moving forward, it was hard not to experience the lingering feeling of loss and the worry of uncertainty. “We went from serving fish and chips and beer on the water one day to the restaurant being closed and our team’s employment future being in jeopardy the next,” says Bob Voss, Restaurant Manager.  Getting used to logistics, forecasting, scheduling, packaging, and balancing the needs and capabilities of altered operations was also a struggle. 

“It felt like the COVID-19 shut-down all over again,” says Dolores Matthys. 

In addition, the environmental impact and powerlessness associated with not being able to clear out the building, clean up remaining debris, or start the recovery process was tough. We did what we could to clear the river of scattered packaging materials. The community pitched in to help, and we began offering a free pint of Buoy beer to those who brought in lost beer labels. Yet Buoy’s brewing equipment sat amidst the wreckage for nine long months until initial insurance, engineering, permitting and planning processes were able to be completed.  

In an effort to keep things positive, Hospitality Director Katie Shaw and Kevin Shaw, Director of Production, hosted a team-wide BBQ at their home. 

“This company is so much more than a place, it’s family,” Katie wrote in her invitation. “While we do not know for certain what the future holds, we do know we will always have each other. So let’s drink some beer, eat some food, and have a few laughs together.” 

Pressing On 

For the last year, we have all pressed on at Buoy, brewing as much beer as possible, organizing cleanups for lingering debris, hosting local events, and settling into our new restaurant location.  

But with such a large portion of the building still out of commission, pivoting has become a daily task. The brewery was forced to quickly master a new set of skills. To keep beer at full capacity in Astoria, they needed to execute same-day tank turnarounds for cleaning. This meant regularly sending beer back into a tank the same day it was emptied in order to keep the few available tanks full.  

Packaging also became less efficient on the smaller, rented canning line that was shoehorned into an open area on the brewing floor. The packaging crew went from a smooth, efficient operation to long, challenging days. Stressors of constant maintenance, minimal space, and the inability to package enough beer to meet demand compounded often. The bright side, however, is that with fewer tanks there was less simultaneous brewing. This allowed our dedicated brewing and packaging staff to help wherever needed to keep products moving. 

“I think for many of us the biggest day-to-day struggle since the collapse (aside from capacity) has just been space,” says Michael Duron, Lead Brewer. “…space to walk through the brewery, move pallets through the brewery, store things safely and properly, etc. The struggle of fitting two buildings’ worth of work into one is constant and real.” 

“We just got done with the expansion and we had so much more space [with the new building],” says Kevin Shaw. “Finally, we were able to spread out a bit. But after the collapse everyone had to cram back into the same space. Folks are ready for more space again.” 

However, things are starting to look up as the team finishes the logistics of expanding brewing operations into a third building that will be shared by Buoy’s sister company, Pilot House Distilling. This building has been part of the distillery expansion plan for the past couple of years but has been delayed by the pandemic and permitting. But Pilot House continues to grow, and has recently expanded their offerings into Idaho. They have also turned their Portland tasting room into a full-service bar and secured a presence at Portland International Airport for 2025. The company plans to move their distilling operations into the building this fall as production of their canned cocktail line and Painted Lady gin ramps up.  

Buoy’s high-speed canning line just began operation again and favorites like the Czech-style Pilsner, IPA, Helles, and Dunkel Lager (previously contract-brewed by Ninkasi and Sin Marca) will be brewed in house again. Czech-style Pilsner will be packaged at Buoy this week for the first time (and almost exactly one year to date) since the collapse. 

Looking to the Future 

The future of the collapsed building is still unknown, but our first step is to work with the Army Core of Engineers, who permit all Columbia River work, to clean up the damage. Not only is the building missed dearly by our staff members, but it’s also missed by the community and Astoria’s many visitors. 

“The customers that come in and expect an amazing view, beer, and the glass floor we were known for become disappointed, and we have to share in their disappointment and be reminded of it constantly,” says Bob Voss. “Seeing the building in disrepair is also a hard one, as it is for everyone, I’m sure.”   

“I’ve spent a lot of time in that building and saw it transform from a complete dump to something that was treasured by many and made people happy,” says Kevin Shaw. “Hopefully it can return in some capacity.  It is one of the coolest and most unique brewery locations there is.” 

It has been an incredibly hard year for our entire Buoy team – the extent of which goes unrecognized by many. “This event was something that usually destroys a business, but most consumers didn’t notice anything because our staff worked so hard to keep beer on the shelves,” says Jessyka Dart-Mclean, Marketing Manager. Yet hardships often bring people together and create new appreciations for the future. After the incident, staff from all departments worked with each other to pivot, revise, adapt, and persevere in order to keep Buoy afloat. The result has been a strengthened company culture, a shared appreciation of our ability to adapt to change, and an affirmation of Buoy’s connection with our local and regional brewing community.   

“Our team is stronger than ever,” says Katie Shaw. “The collapse affected us all and that has brought us all closer together. After dealing with that, there isn’t anything we can’t do.”  

For now, the Astoria Food Hub (1152 Marine Dr.) will continue to be the home of Buoy Beer’s restaurant and the team is currently hiring for the summer season. The location now features an expansive menu, complete with our famous fish & chips and other favorites, fresh Buoy beers, a full bar, and donuts made by Jambot Donuts. The brewery will continue to brew flagship recipes and popular varieties as well as expand rotating lines to increase Buoy beer offerings in 2024. Our planned events will also continue, with Buoy’s second annual Oktoberfest this September 22 & 23 and the annual Lager Fest in Spring 2024, when the company will celebrate its 10th birthday! 

We are grateful the community and the many visitors who have joined us at the Hub over the past year and to the team members who made it possible to continue to do what we love. We look forward to making even more memories with great people, great food, and great beer – no matter where we are. 

Astoria, OR overlooks the meeting of one of the West's most relentless rivers and the wilderness of an entire ocean - and it's here that Buoy Beer Company brews its beer. With balance always a priority, we focus on traditional lagers and NW ales to savor and share with friends after a hard day's work.

from Northwest Beer Guide - News - The Northwest Beer Guide https://bit.ly/465jaLh

[markdevin232]

Preventing Marine Pollution on Ships

It is a known fact among the public that the marine industry amasses millions of tons of garbage and various other waste products daily during their operations, causing massive marine pollution.

The shipping industry, which takes the whole responsibility for marine and cargo transportation, is one of the primary sources of pollution at sea. Since a third of our world is filled with water, the marine industry has experienced a massive boom in popularity within the professional sector. And with such rapid industrial growth, unwanted issues such as marine wastes and the effects of marine pollution are bound to come to the surface.

Consequently, to ensure that shipping industries around the world adhere to international laws and regulations, the Marine Environment Protection Committee and similar groups have also been formed.

Reducing Waste on Ships

All kinds of garbage and waste tend to generate onboard ships. They can compromise packing materials, food waste, paper products, cleaning materials, paint remains, chemicals, and more. It is crucial for these wastes to be dealt with immediately. It is advised that all marine operators should put in place a garbage and waste management system that has proper stowage and segregation procedures for several categories of waste materials such as plastics, batteries, metallic wastes, chemicals, etc.

Moreover, as much as it is possible, it would be best to reduce the production of sludge and oily waste. Utilising treated and clean fuel will generate less sludge while also being environmentally friendly. Additionally, compactors should also be used for crushing down voluminous materials such as plastics, metal cans, paper, and more.

Another imperative factor to consider is understanding the effects that tend to be associated with air emissions, which are caused by the immense use of energy. Replace conventional halogen and incandescent light bulbs with new LED bulbs that consume less energy and do not compromise on the light quality.

There are already several companies that have realised how terrible the state of marine pollution has come to and have been working to improve operations on their ships. A prime example is Donjon Marine Co., Inc., which has shown that they care about managing waste to reduce the effects of marine population and maintain their quality services that they have been widely acclaimed for.

Donjon Marine Co., Inc. is an American marine service provider that offers its services on a global level. Their primary focus centers around marine salvage, conventional and environmental dredging, recycling, land and marine demolition, pollution control, heavy lift transport, and various management services.

The company was founded by J. Arnold Witte, Sr., in 1996 - its initial purpose being made to provide salvage and wreck removal, but with time, it expanded its influence all over the world.

Some of their work includes finishing the salvage of the 1200-ton capacity aggregate barge, leading the salvage contractor for the United States Navy to coordinate the locating and initial archaeological investigation of the USS Scorpion, completing the dredging of Manhattan Cruise Terminal's Berth 4, and many more. It also runs the Donjon Shipbuilding & Repair, LLC., which controls the shipyard on the Great Lakes, providing shipbuilding, dry-docking, ship repair, barge construction, and other related services.

[lonestarbattleship]

"There is one group that hasn’t received recognition yet. And that is the tugs. Without them doing the heavy hauling and their ballet of movements around the ship pushing and pulling, Texas would have never left San Jacinto and dry docked safely at Gulf Copper. Our lead and stern tugs were the Wesley A and Cecil M. We were escorted by the tugs Zyana K, Dolphin, Audrey, and Hunter M. The escort tugs were there in case there was a situation that required them.

And we can’t forget the push boats that helped guide Texas out of her berth and again into the drydock. Those boats are the Captain Jim, Henry T, Jessica Lynn, Patrick J Studdert, Diamond Back, Bill Spence, and Margret K.

A big BZ and thank you to those boats, their captains and crew, and their companies. Bay Houston Towing Co, G&H Towing Company, T&T Salvage, Hard's Marine Service, Peninsula Marine Inc., and Texas Gulf."

Posted by Travis Davis to the Battleship Texas Foundation Group: link

[dragon-kazansky]

Made with love | Helmut Zemo

Chef Zemo AU! 👨‍🍳

Gender neutral reader

Collage by @realremyd

Huge thank you to @rumblelibrary for helping me with the menu 😌💕 I've put a little surprise in this chapter for your hard work!

This chapter is shorter than the others. The next one is the finale. We are coming to the end :(

[Previous chapter] - [Next chapter]

Part 13

The sign had been repainted. You looked up at the way the sun was bouncing off the gold lettering. It made you smile.

Escorpión Morado.

Officially your favourite place on Earth. The place where you had tried the best Spanish food ever. The place that felt like home with it's welcoming atmosphere. The place you fell in love with a handsome chef.

Helmut stepped outside and smiled at you. You smiled back at him.

"What do you think?"

"I love it," he says.

"You didn't even look at it."

"I don't need to look to know it's perfect and I love it."

He snakes his arm around you and pulls you into his side. You chuckle softly as you both stand outside the restaurant.

The outside furniture had been updated, the menu was arriving this afternoon, and all the invitations had been sent out.

All that was left to do was open on Friday.

Helmut kisses your temple.

"The new menu is here."

You smile at him.

"Show me!"

He takes your hand in his and takes you inside. Over on the bar, the new menus were left sitting. You walked over, leaning into Zemo's embrace as his arm wraps around you again, and pick one up.

You smile.

The design was simple. The menus were white with purple and gold detailed around the edges. The food lists in neat text, each section clear and easy to read.

Menu Escorpiòn Morado

Starters

- Prawn marinated with rice and vinegar

- Croquetas with cuttlefish with alioli sauce

- Andalusian style squids

- Marinated white tuna with strawberries

- Fish salad (cod fish with prawns and vegetables)

- Tortilla of the day

- Patatas bravos (potatoes with spicy sauce)

- Pimientos de Padron (green peppers with spicy or mild sauce)

- Gazpacho

Main course

- Soup of the day

- Fideuà with fish of the day

- Paella (Zemo family style)

- Fish of the day with Patxaran and purple corn

- Monkfish with rhubarb and lilies

- Pigeon with nuts and armagnac served with aromas a vegetables

Desserts

- Catalan Cream

- Arroz con leche

- Milk Caramel

- Tarta De Santiago (Spanish almond cake)

- Sorbets

You gaze up at Helmut with a soft smile. He's waiting expectantly for your opinion.

"Helmut, this is amazing."

"Yes?"

"Yes! Goodness, I'd sit here and try everything if I could."

"Well, come right this way."

Helmut guides you into the kitchen. Sam, James, Wanda, and Natasha are all in there with some of the new kitchen staff. You had hired some talented chefs, though not quite as talented as your own, to help Zemo out in the kitchen when the plays reopens.

On the counter were plates. One of everything.

"I have made a sample of everything on the new menu. I want you all to try them, and be honest with me."

Everyone digs in.

You try everything. There isn't a single thing presented to you that you don't instantly love. You look up at Helmut to see his eyes on you.

You smile.

"I love everything."

He chuckles and comes to stand beside you again, wrapping you up in his arms.

"Do you mean that?"

"Of course I do. You're an incredible chef. It's one of the things I fell in love with about you."

He kisses you, ignoring the soft sounds of complaints from those around you. He turns to the group and tells them to hush.

Another figure walks into the kitchen.

"Ah, Y/N, this is Veronica. I thought, perhaps, you two would like to co-host out front."

You smile at Helmut.

Veronica holds out her hand and you shake it, greeting each other.

"What's left to do?" You ask, looking around the room.

"Just the bar and then we have to prepare for Friday."

"Speaking of the bar," Sam slides up beside you and hands you a menu, much like the first one, only this was a list of drinks.

Drinks (non alcoholic)

- Horchata (nut milk with cinnamon)

- Coffee with a splash of cream milk

- Granizado (fresh drink for summer, mixed fruits with ice crushed together, most commonly made with lemon)

- Lemon Beer

- Hibiscus Lemonade

Drinks (with alcohol)

- Vermouth

- Rebujito (sherry with a soft drink such as Sprite)

- Cava (Spanish champagne)

- Agua de Valencia (drink with vodka, gin, cava and orange juice)

- Morado de Verano (Escorpión Morado signature drink)

"Brilliant!" You grin at him. Sam smiles and takes the menu back, happy you liked what he put together.

You look around the kitchen and smile.

"I can't thank everyone enough for what you have all done. It means the world to me that you're all here helping me salvage something so important to someone so important," you say, glancing at Zemo. He smiles. "We don't have long. Chefs, you'll be expected to be here first thing Friday morning. Helmut will give you all the details then. Sam, James, you two will be on the bar, but give a shout of you need extra hands, Natasha knows a thing or two. Veronica and I will greet everyone as they come in and make sure they are seated. Wanda, will be head waitress that day, I'll introduce you to the others when they arrive."

Wanda nods.

"Friday is a big day. We have to show Sokovia that its5the little businesses that need the moat support. Not everyone is made of money like Tony Stark."

Everyone nods and mutters in agreement.

"You're all dismissed. Help yourself to the rest of the samples."

Helmut presses a kiss to your temple when you finish and guides you back out front. Your four other friends follow out.

"This is it."

Helmut comes to stand in front of you. He places his hands on your shoulders and looks you in the eyes.

"Thank you for everything."

You smile.

"I'm happy to help. This place became so important to me. You became so important to me."

He smiles back at you.

"The restaurant is important, but not more so than you," he tells you.

You tuck a strand of hair that fell out of place back to where it belongs. He tilts his head into your light touch and smiles softly once more.

"Are you ready?" He asks.

"Yes. Are you?"

"Yes."

Back at The Iron Grill Tony Stark was staring at his invitation. Heike and Pepper were present, just watching him. Strange was there too, but he was busy on his phone reading the updated online menu for the Escorpión Morado.

"Are we going?" Pepper asks.

He looks up at her, letting out a breath. He looks impassive as he turns the card back and forth between his fingers.

"Yes, we're going. We've been invited. We should follow up on it."

Pepper nods.

"All of us?" Heike asks.

"All of us."

You two brought guests, so he should too.

"What are you going to do?" He asks Heike.

She sighs.

"Talk to him. Change his mind."

Stark stands up from where he had been comfortably seated and looks at her.

"Make him sign."

She nods.

He looks over at Strange.

"Well?"

"It's a very good menu. Much more exciting than your own, actually."

Tony Stark grits his teeth in silence.

Friday. On Friday he will stomp all over Zemo's restaurant. People will see that only Tony Stark can bring life to this miserable city.

"I won't lose."

@namethathasnotbeentaken @belle82devart @cathrin2405 @lieutenantn @wilder-fangirl @latenightartist-author @lucky-luck-lucky @hb8301 @charistory @thatoneartgalsstuff @thesuitkovian @malkaviangirl @zemosimp420 @realremyd @the-chaotic-cow @lostghostgirl94 @zafiro-draco @lazygurl05 @pinkcutiepiee @goddessofmischief03 @whovianayesha @myybebe @awesomesauce-abbie @that-stupid-head-tilt-thing @swooning-for-mc-avoy @nonamec0s @apparrio @scuttle-buttle @alex-the-nb @my-blood-is-maple-syrup @greeneyedblondie44 @somethingthatsaysbubbles

[pottermorgan]

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[fantomcomics]

What’s Out This Week? 2/19

Thanks so much to Greg Pak for coming out this past weekend!

Wolverine #1 - Ben Percy, Adam Kubert, and Viktor Bogdanovic

Wolverine been through a lot. He's been a loner. He's been a killer. He's been a hero. He's been an Avenger. He's been to hell and back. Now, as the nation of Krakoa brings together all Mutantkind, he can finally be... happy? With his family all together and safe, Wolverine has everything he ever wanted... and everything to lose.

Death To The Army Of Darkness #1 - Ryan Parrott and Jacob Edgar

It's been six months since the events of the Army of Darkness film...Ash is just trying to settle down and get back to his groovy ways. But dammit, DEADITE-POSSESSED strangers keep attacking him at every turn. Why is evil following everywhere he turns, and what happens when an awful splinter spell causes Ash to become...TEAM ASH!?

Plunge #1 (of 6) - Joe Hill and Stuart Immonen

In the aftermath of a devastating tsunami, an exploration vessel known as the Derleth begins sending an automated distress signal from a remote atoll in the Bering Strait. The only problem is that the Derleth has been missing for 40 years. Marine biologist Moriah Lamb joins the Carpenter Salvage team to recover the Derleth's dead...only to find that in this remote part of the Arctic Circle the dead have plenty to say to the living...

Archie Meets The B-52s #1 - Alex Segura, Matt Rosenberg and Dan Parent

It's a rock and roll adventure for the ages as Archie and his friends cross paths with a real rock lobster-the B-52s! Co-written by Alex Segura and Matthew Rosenberg (Archie Meets Ramones, The Archies), with art from the legendary Dan Parent (Archie Meets KISS), this epic crossover one-shot brings the B-52 gang into Riverdale in all their new wave glory-but can Archie get his band back together in time to jam with these legends, or will in-fighting and musical drama leave them in the dust? There's only one way to find out!

On The Stump #1 - Chuck Brown and Prenzy

The campaign trail is paved with blood and broken bones. History diverged in 1868 when a pivotal presidential debate turned violent. Today, elections are decided by highly publicized hand-to-hand combat in arenas called Stumps. Unfortunately, the violence doesn't end in the ring, and powerful people can still get away with murder. Senator Jack Hammer and FBI Agent Anna Bell Lister are teaming up to bring it all down.

Canopus #1 - Dave Chisholm

Helen wakes up marooned on a lifeless alien planet 300 light years from Earth with no memories beyond a hazy sense of extinction-level urgency to return to Earth. Joined by Arther, her strange robot companion, she explores the planet to find materials necessary to repair her ship. However, circumstances are not as straightforward as they seem. Along the way, Helen's most painful memories return as monstrous manifestations hell-bent on her destruction. Canopus is Castaway meets Annihilation, with a healthy dose of "Phillip K. Dick" thrown in for good measure!

Godkillers #1 - Mark Sable and Maan House

Abdul Alhazred is an Arab-American folklore professor-turned-soldier whose fear of death stems from uncertainty about the existence of an afterlife. Then he joins THE GODKILLERS, a special forces unit tasked with ?ghting insurgents who use mythological creatures as weapons of mass destruction. Now that he knows that the supernatural exists, he'll have to decide which is worse - death or the nightmarish monsters he thought were mere legends.  

DCeased Unkillables #1 (of 3) - Tom Taylor, Karl Mostert, and Trevor Scott

The blockbuster DC series returns to answer this question: What did the villains do when the heroes failed and the world ended? Spinning out of the dramatic events of 2019's smash hit, writer Tom Taylor returns to this dark world with a street-level tale of death, heroism and redemption. Led by Red Hood and Deathstroke, DC's hardest villains and antiheroes fight with no mercy to save the only commodity left on a dying planet of the undead-life!

Whatcha snagging this week, Fantomites?

[malcompliance]

10

Portrayal Meme for the Muns [X] | Anon

10. Are there any crossovers you’d be especially interested in writing?

Actually, I already have a handful of AUs I squished both of my characters in. (Mostly by playing both characters also on their respective twitter accounts as well as on a private forum), so prepare for another big bunch of text, because here come my favourites, aka the ones I'd love to see here on Tumblr too:

Fallout: The obvious AU for any post apocalyptic character, right? (I'm a huge Fallout fan, so I am not sorry.) Aella is a former rogue Institute Courser; now salvager and repairman. She aimlessly moves from place to place, often assisting characters with their tasks. She is accompanies by 'Gabby', her custom Mr. Gutsy robot and 'Gary 22', a former vault dweller Aella had come to adopt. Erik is a originally an Enclave Soldier yet eventually grows unhappy with their philosophy and treatment of outsiders. When a recon mission fails and his Vertibird crashes in the Capital Wasteland, he is the only survivor. Aella finds him and gets him back onto his feet, and – ironically – Erik enjoy every minute of it...

Dcotow Who. Yep, another classic of mine. In this universe we have Aella – a Timelady of the Cerulean chapter who is generally unhappy with the course of her society – team up with 'Erik', a defective, not particularly deadly, yet surprisingly smart Dalek who is equally ostracised by his society. Aboard Aella's Void Ship (She has no TARDIS, sorry for the disappointment here), they travel through countless quantum realities, enjoying the adventures and hoping to find a place they can call home one day.

Portal Aella and Erik are basically the same persons as in their base Half-Life verse, with the exception of them having stumbled into the wrong sort of facility and ending up as test subjects. They work as a co-op unit and prove themself surprisingly successful at surviving. Furthermore does Erik have exceptional fun with snarking back at GLaDOS, who both, hates and admires this quality in him and hence refers to him as a pet.

DOOM I have Aella as a generic Marine, in both, a DOOM 3 and a DOOM 2016 verse. (Unlike her other verses, this Aella is actually competent in combat!). When Hell [every single pun intended here] breaks lose on Mars, she and her drone 'Gabby' try to gather as many civilians she can in the hope of having them evacuated. (I have no Erik in this verse yet, but maybe I might change that soon ^^)

Mass Effect Once again Aella and Erik are unhappy with their surroundings and striving for a better today. With Aella being a Quarian sciengeneer unhappy with the political developments within the Flotilla and Erik being a Turian Spectre, equally unhappy with the council's overall thickness. They eventually find themself and one another at Omega, where they work as mercenaries and await good opportunities for promising recruitment.

And as a Bonus: Black Mesa I would love to see a theoretical scenario involving both characters as Black Mesa staff members previously and during the events of HL1. It has never been played before, but I picture Aella as a survey team member tasked with exploring and researching Xen, and Erik as a security officer responsible for protecting and escorting scientists. I don't really have many fix outcome wishes here, but I like the overall idea.

[105nt]

More to add to this part:

I visited Whitstable Museum today, which is tiny but lovely, really, everyone should go there and speak to the staff about things Whitstable. I will be spamming the world with my usual out of focus pics of random stuff any minute now. 😁

BUT before I do that, I spotted this in a display about local nineteenth century divers:

I don't think there's any doubt that Dollar Row is the same row of cottages as mentioned in The Ink Black Heart as containing the fictional Aquarelle Cottage.

A bit more digging revealed that the ship salvaged was the Enterprise ...

... which was a slave ship, known to be carrying a fortune in coins from the triangular slave trade.

Belfast News Letter, Tuesday April 8 1834

In the month of Feb 1803 [sic], the ship Enterprize, belonging to Leyland and Co. Liverpool, struck on the Mew Island, near Donaghadee, and went to pieces - she was richly laden, and had a great many dollars on board. A Mr. Haughton was sent from Liverpool to lift whatever could be obtained, and a considerable quantity of dollars, in bags, was taken up, by tongs made for the purpose; but still a quantity remained in the clefts of the rocks. Not many years ago, there were attempts made [using a diving bell], but with little success, to recover the remainder. However on Tuesday last[1 April 1834], a small English cutter went upon the spot where a few dollars had formerly been found, and a man, properly equipped with Deanes' Patent Diving Apparatus, went down, and found a bottle of some sort of liquid; the contents appeared transparent, and were supposed to be wine, brandy or rum. The cork is grown over with seaweed, like that called dulse, and on the neck of the bottle, small limpets are growing. This curiosity may at present be seen at Mr Jardine's, sign of Lord Nelson, Mariners Hotel, Donaghadee.

The salvagers kept coming, until the locals were quite fed up.

Caledonian Mercury, Thursday 3 July 1834

Diving for Dollars: A remarkable instance of ingenuity and enterprise has recently come to our knowledge. A person who has invented a very portable, yet very efficient apparatus for diving below water, lately came to Portpatrick and Donanghadee, and, descending into the harbours of these two places, walked through them many feet under water, with as much care as if he had been walking on the sand when the tide was out. He could ascend and descend at pleasure, and with rapidity, a display of which afforded much amusement to the onlookers. When chased by a boat, as he exhibited in the water, and when the boat was almost upon him, he dived like a sea bird, and eluded his pursuers, rising again out of reach.

He did not limit his invention to the amusement of the community, but being informed of a ship, in which tradition said there was 200,000 pounds worth of dollars, having gone down, between the Copeland Islands and the mainland of County Down, a little to the north of Donaghadee, the adventurer [John Deane, according to Bevan] has descended, and has, at several times succeeded in bringing up a vast number of dollars. Report estimates his success at 24,000 dollars, some say pounds; but he lately brought over his treasure and transmitted it by coach to London, and a very heavy load it was to the mail. The people on the coast, envying him his rich harvest, have come off in boats and impeded his labour by throwing stones and other missiles, to his vexation, annoyance and interruption. He employs several men, who descend in turn - can stay five hours at a time with the utmost ease, as a proof of which we have heard it said, that one of the divers who was tipsy the day before, on going down yielded to a propensity to sleep, and a companion had to descend to raise him from his slumbers.

Of the construction of the apparatus, we have not heard anything accurate, it is made of water-proof cloth, having glass opposite the eyes, and the air is forced down to the person by an air-pump and hose; the air-pump is very small and easily carried. Sinks[pieces] of lead of different weights, according to the depth, are employed to drag the apparatus down.

The dollars are much tarnished, and above 20 of them were found matted to the lock of a pistol, a union which it is conjectured may have been effected by some electrical process going on between the metal of the lock, the silver and sea water. A patent has been taken out on the apparatus, for which it is said the man asks 150 guineas.

From:

Anyway, I thought that was a nice bit of local colour, a sort of eau-de-nil, and here are some plucky divers to finish off.

[dy1kjxxa-blog]

How can i get Health insurance?

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Tons of Discarded Fishing Nets Are Formed into the Wildlife They Entangle in Sculptures by Ghost Net Collective

October 13, 2022

ThisIsColossal.com

Kate Mothes

Ghost Collective. "incoming Tide".

All images © Ghost Net Collective, shared with permission courtesy of JGM Gallery

A fishing net that has been lost or abandoned is known as a ghost net, one of the more formidable elements of “ghost gear,” which includes an array of traps, lines, pots, and other equipment discarded or no longer in use by the fishing industry. Due to their vast size, nets pose an ongoing threat to marine wildlife that get tangled in the synthetic mesh and to coral reefs that are smothered by them. Ghost Net Collective, an Australian cross-cultural group of artists who began working together at Erub Arts in 1996, seeks to educate viewers about what co-founder Lynnette Griffiths calls the “silent predator” of the ocean. Incoming Tide, a new exhibition of work by ten artists at JGM Gallery, dives into the story behind this enormous threat to marine wildlife.

Ghost Net Collective first began to work together in Erub, an island off the tip of Queensland in the Torres Strait. Home to around 400 Indigenous Erubam le, or Erubian people, from four different tribes, the island has a longstanding tradition of seafaring and fishing that has shaped its inhabitants’ lives for centuries. While derelict fishing gear bypasses Erub most of the time, in places where the tidal stream washes up, the situation for wildlife and the safety of shorelines can become much more precarious. “The western edge of the Gulf of Carpentaria gets huge amounts of net which drift down from Indonesia,” Griffiths explained in an interview with JGM Gallery.

Marion Gaemers, “Ornate Eagle Ray” (2022)

The artists regularly partner with plastic retrieval nonprofits or the Australian Navy to source nets from beach-clean operations, and the group’s mission is to illustrate the perilous and damaging effects of plastic waste in oceans. Artists stitch vivid meshes and threads around metal frames into the forms of marine creatures endemic to the Australia coastline like stingrays or sharks.

In Incoming Tide, animals sail together through the space as if riding the same current, buoyant in bright hues and vibrant patterns as they convey an urgent message. “Some countries are still using gillnets,” Griffiths explains. “Those are nets set with radio beacons and they’re baited. They can be kilometres and kilometres long. When they become rogue nets, they just start fishing themselves.” By shaping marine animals from the salvaged materials in motifs resembling coral reefs or schools of fish, the artists hope to shed light on the immense impact of ocean plastics on marine ecosystems and the climate crisis.

Incoming Tide is on view in London through November 4, and you can find more information about Ghost Net Collective on Facebook.

Jimmy Kenny Thaiday, “Jimmy” (2022)

Left: Jimmy John Thaiday, “Boycar” (2022)

Right: Marion Gaemers, “Ornate Eagle Ray” (2022)

Lavinia Ketchell, “Raych” (2022)

Lynnette Griffiths, “Chomp” (2020)

Ghost Net Collective, “Curtain Fragment” (2021/2022)