Crew Of The Month Quotes

We’ll have to figure out a way to spend our money,” said Kaz. “What money?” said Jesper. “It all got poured into the Shu coffers. Like they needed it.” “Did it?” Nina’s eyes narrowed and Jesper saw a bit of her spirit return. “Stop playing around, Brekker, or I’ll send my unholy army of the dead after you.” Kaz shrugged. “I felt the Shu could manage with forty million.” “The thirty million Van Eck owed us—” murmured Jesper. “Four million kruge each. I’m giving Per Haskell’s share to Rotty and Specht. It will be laundered through one of the Dregs’ businesses before it passes back through the Gemensbank, but the funds should be in separate accounts for you by the end of the month.” He paused. “Matthias’ share will go to Nina. I know money doesn’t matter to—” “It matters,” said Nina. “I’ll find a way to make it matter. What will you do with your shares?” “Find a ship,” said Inej. “Put together a crew.” “Help run an empire,” said Jesper. “Try not to run it into the ground,” said Wylan. “And you, Kaz?” Nina asked. “Build something new,” he said with a shrug. “Watch it burn.

Captain James Cook's ship, The Endeavour, hit a coral outcrop in the Great Barrier Reef in 1770. Cook and his crew camped in what is now called Cooktown for nearly two months while making repairs. Then they sailed south, where Cook claimed the east coast of Australia as British territory.

He was chosen for the mission in part because of his personality. An Ares crew has to spend thirteen months together. Social compatibility is key. Mark not only fits well in any social group, he’s a catalyst to make the group work better. It was a terrible blow to the crew when he ‘died.’” “And they

You've been looking like this for months." Leo does something strange with his face. "I don't look like that." "Yeah. You do." "I'll look like that if Daisy dumps me, and she'll dump me if she thinks I lied," Dylan says. "You threw eggs at her head. Odds are she's dumping you anyway." I turn to Leo. "We decided. We said that we weren't telling anyone. We said it was art for art's sake. We said the more people knew, the more chance the cop's pick us up. We said it was you and me, no crew." "Are you sure I didn't say it was to score girls?

There's things that happen in a person's life that are so scorched in the memory and burned into the heart that there's no forgetting them. John Boyne April 28, 1789: The real-life mutiny that inspired John Boyne's novel, Mutiny on the Bounty, took place aboard the HMS Bounty 224 years ago today. Half the ship's crew, seduced by several months of good life on Tahiti, rose up against Captain William Bligh. Some of the mutineers' descendants still live on Pitcairn Island

All through the winter months, Rose kept up the practice of sitting by the fire with Peter and a book telling him stories. The doctor stopped to listen one afternoon out of curiosity, and heard her say, “…then the Mermaid said to the Pirate, ‘I would rather perish with the boy than go with you.’ And the Pirate said, ‘So be it,’ and sealed them both up inside the treasure chest. Then the pirate’s crew got together to lift the chest up, and with a nod from their captain, they cast the chest overboard into the sea. The chest was so heavy, it sank in the water in spite of the air inside, and in seconds it was gone from view, disappearing into the deep blue depths. If the boy and the mermaid were unable to free themselves, they would surely perish.” Peter’s eyes were wide with interest. “But- I can’t tell you what happened- you’ll have to find out next time.” She stopped and closed the book. Peter shook his head and put his hand on the book. She laughed and said, “You want to hear more now, do you?

After six months, you forget how heavy things are. Like, yourself.” You also, after months of weightlessness, forget how to use your legs. “Your muscles don’t remember what to do.” And astronauts have no pit crew to rush

He told me that Li-Tsu had played one of his jokes four months ago and that his wife had been blown up when she turned on the ignition of her Opel. Since then there had been no more jokes.

On the Soyuz, there’s simply not room to fly someone whose main contribution is expertise in a single area. The Russian rocket ship only carries three people, and between them they need to cover off a huge matrix of skills. Some are obvious: piloting the rocket, spacewalking, operating the robotic elements of the ISS like Canadarm2, being able to repair things that break on Station, conducting and monitoring the numerous scientific experiments on board. But since the crew is going to be away from civilization for many months, they also need to be able to do things like perform basic surgery and dentistry, program a computer and rewire an electrical panel, take professional-quality photographs and conduct a press conference—and get along harmoniously with colleagues, 24/7, in a confined space.

I met the Homeville Women's Institute, a whole gaggle of rural women who have monthly meetings to make their community better. They realized that by joining together they had a stronger voice, and that is empowering,

Fallen angels, or demons, are able to “demonically possess” individuals without the victim’s knowledge or consent, so they are not responsible for their actions while being possessed. Possession can last for as little as a few minutes or as long as several months.

They have destroyed a man, who three months ago they doted on, because they are afraid of what they might learn about human nature. They have learned enough and they have turned the key on it. We are near the end of the century and are as primitive as we were at its beginning.

By the time Mitch got out of jail, he looked more the part than ever. The imposing teen had graduated into a towering adult, flecked with the first of many tattoos. Once out, he lasted a month and a half before the curse caught back up with him. He’d gotten a job in food distribution, mostly because he could unload four times the weight of any other guy on the truck, and because he liked physical work. He might be mentally cut out for a desk job, but he doubted he’d fit behind most desks. And everything was going smoothly—shitty apartment and shitty pay but all legally valid—until a man was beaten to death a few blocks from where his crew was unloading peaches. The cops took one look at Mitch and booked him. No bloody knuckles, and two coworkers to swear he had his arms full of fruit the whole time, and none of it mattered. Mitch went straight back to prison.

Run and hide. That's all I have to say to you. Run. And. Hide. Because I'm coming for all you bastards. You probably thought you'd never see me again. You thought if you just left us up here you could forget all about us. Out of sight, out of mind, huh? Jokes on you. You bastards killed most of my crew, but I'm still alive, and Dr. Selberg is still alive, and we have a way to get off this tin can. It's taken months, but we found a way. It's not gonna be pretty. It's not gonna be fast. But we'll make it back to Earth, and the first thing we're going to do as soon as we get home is find everyone involved in this sadistic little field-trip and make you pay. So if you're listening to this: Run. And. Hide. Because by the time that I'm done you will feel more helpless and more alone than all the innocent people you've ever hurt. See you soon.

Allied air forces flying from England lost twenty bombers a day in March; another three thousand Eighth Air Force bombers were damaged that month. Morale problems could be seen in the decision of nearly ninety U.S. crews in March and April to fly to neutral countries, usually Sweden or Switzerland, to be interned for the duration. The

Next morning I had the pleasure of encountering him; left a bullet in one of his poor etiolated arms, feeble as the wing of a chicken in the pip, and then thought I had done with the whole crew. But unluckily the Varens, six months before, had given me this filette Adèle, who, she affirmed, was my daughter; and perhaps she may be, though I see no proofs of such grim paternity written in her countenance:

The results were dramatic. While Huxley’s drug adventure would be mystical and ecstatic, and one of Dr. Lagache’s assistants had enjoyed prancing through imaginary meadows with exotic dancers, Sartre’s brain threw up a hellish crew of snakes, fish, vultures, toads, beetles and crustaceans. Worse, they refused to go away afterwards. For months, lobster-like beings followed him just out of his field of vision, and the facades of houses on the street stared at him with human eyes.

Several years ago I was lecturing in British Columbia. Dr [Simon] Wessely was speaking and he gave a thoroughly enjoyable lecture on M.E. and CFS. He had the hundreds of staff physicians laughing themselves silly over the invented griefs of the M.E. and CFS patients who according to Dr Wessely had no physical illness what so ever but a lot of misguided imagination. I was appalled at his sheer effectiveness, the amazing control he had over the minds of the staid physicians….His message was very clear and very simple. If I can paraphrase him: “M.E. and CFS are non-existent illnesses with no pathology what-so-ever. There is no reason why they all cannot return to work tomorrow. The next morning I left by car with my crew and arrived in Kelowna British Columbia that afternoon. We were staying at a patient’s house who had severe M.E. with dysautanomia and was for all purposes bed ridden or house bound most of the day. That morning she had received a phone call from her insurance company in Toronto. (Toronto is approximately 2742 miles from Vancouver). The insurance call was as follows and again I paraphrase: “Physicians at a University of British Columbia University have demonstrated that there is no pathological or physiological basis for M.E. or CFS. Your disability benefits have been stopped as of this month. You will have to pay back the funds we have sent you previously. We will contact you shortly with the exact amount you owe us”. That night I spoke to several patients or their spouses came up to me and told me they had received the same message. They were in understandable fear. What is important about this story is that at that meeting it was only Dr Wessely who was speaking out against M.E. and CFS and how … were the insurance companies in Toronto and elsewhere able to obtain this information and get back to the patients within a 24 hour period if Simon Wessely was not working for the insurance industry… I understand that it was also the insurance industry who paid for Dr Wessely’s trip to Vancouver.

And on April 30th, one month later, a royal decree was issued suspending all judicial proceedings against any criminals who would agree to ship out with Columbus, because, the document stated, “it is said that it is necessary to grant safe-conduct to the persons who might join him, since under no other conditions would they be willing to sail with him on the said voyage.”130 With the exception of four men wanted for murder, no known felons accepted the offer. From what historians have been able to tell, the great majority of the crews of the Niña, the Pinta, and the Santa María— together probably numbering a good deal fewer than a hundred—were not at that moment being pursued by the law, although, no doubt, they were a far from genteel lot.

Shackleton was looking for those with something more. He was looking for a crew that belonged on such an expedition. His actual ad ran like this: “Men wanted for Hazardous journey. Small wages, bitter cold, long months of complete darkness, constant danger, safe return doubtful. Honour and recognition in case of success.” The only people who applied for the job were those who read the ad and thought it sounded great. They loved insurmountable odds. The only people who applied for the job were survivors. Shackleton hired only people who believed what he believed. Their ability to survive was guaranteed. When employees belong, they will guarantee your success. And they won’t be working hard and looking for innovative solutions for you, they will be doing it for themselves.

What do you think we'd be bringing you along for, hmmm?" "Well, I would have imagined that this had something to do with it," she said, moving her hands strategically to a more interesting location. "Ah," he said, "and so it does, but you could sort of be honorary captain, too-" "Can I name the boat?" "As if you'd let anyone else do it!" "All right," she whispered. "If that's the plan, that's the plan. We'll do it." "You really mean-" "Hell," she said, "with just the swag we pulled from Salon Corbeau, everyone on this crew can stay drunk for months when we get back to the Ghostwinds. Zamira won't miss me for a while." They kissed. "Half a year." They kissed again. "Year or two, maybe." "Always a way to attack," Jean mused between kisses, "always a way to escape." "Of course," she whispered. "Hold fast, and sooner or later you'll always find what you're after.

This is waste of time. Also waste of my food.' 'I need to know if I can eat your food.' 'Eat your own food.' 'I've only got a few months of real food left. You have enough aboard your ship to feed a crew of twenty-three Eridians for years. Erid life and Earth life use the same proteins. Maybe I can eat your food.' 'Why you say "real food", question? What is non-real food, question?' I checked the readout again. Why does Eridian food have so many heavy metals in it? 'Real food is food that tastes good. Food that's fun to eat.' 'You have not-fun food, question?' 'Yeah. Coma slurry. The ship fed it to me during the trip here. I have enough to last me almost four years.' 'Eat that.' 'It tastes bad.' 'Food experience not that important.' 'Hey,' I point at him. 'To humans, food experience is very important.' 'Humans strange.' I point at the spectrometer readout screen. 'Why does Eridian food have thallium in it?' 'Healthy.' 'Thallium kills humans!' 'Then eat human food.' 'Ugh.

I read Dickens and Shakespear without shame or stint; but their pregnant observations and demonstrations of life are not co-ordinated into any philosophy or religion: on the contrary, Dickens's sentimental assumptions are violently contradicted by his observations; and Shakespear's pessimism is only his wounded humanity. Both have the specific genius of the fictionist and the common sympathies of human feeling and thought in pre-eminent degree. They are often saner and shrewder than the philosophers just as Sancho-Panza was often saner and shrewder than Don Quixote. They clear away vast masses of oppressive gravity by their sense of the ridiculous, which is at bottom a combination of sound moral judgment with lighthearted good humor. But they are concerned with the diversities of the world instead of with its unities: they are so irreligious that they exploit popular religion for professional purposes without delicacy or scruple (for example, Sydney Carton and the ghost in Hamlet!): they are anarchical, and cannot balance their exposures of Angelo and Dogberry, Sir Leicester Dedlock and Mr Tite Barnacle, with any portrait of a prophet or a worthy leader: they have no constructive ideas: they regard those who have them as dangerous fanatics: in all their fictions there is no leading thought or inspiration for which any man could conceivably risk the spoiling of his hat in a shower, much less his life. Both are alike forced to borrow motives for the more strenuous actions of their personages from the common stockpot of melodramatic plots; so that Hamlet has to be stimulated by the prejudices of a policeman and Macbeth by the cupidities of a bushranger. Dickens, without the excuse of having to manufacture motives for Hamlets and Macbeths, superfluously punt his crew down the stream of his monthly parts by mechanical devices which I leave you to describe, my own memory being quite baffled by the simplest question as to Monks in Oliver Twist, or the long lost parentage of Smike, or the relations between the Dorrit and Clennam families so inopportunely discovered by Monsieur Rigaud Blandois. The truth is, the world was to Shakespear a great "stage of fools" on which he was utterly bewildered. He could see no sort of sense in living at all; and Dickens saved himself from the despair of the dream in The Chimes by taking the world for granted and busying himself with its details. Neither of them could do anything with a serious positive character: they could place a human figure before you with perfect verisimilitude; but when the moment came for making it live and move, they found, unless it made them laugh, that they had a puppet on their hands, and had to invent some artificial external stimulus to make it work.

I’d never been with anyone like Marlboro Man. He was attentive--the polar opposite of aloof--and after my eighteenth-month-long college relationship with my freshman love Collin, whose interest in me had been hampered by his then-unacknowledged sexual orientation, and my four-year run with less-than-affectionate J, attentive was just the drug I needed. Not a day passed that Marlboro Man--my new cowboy love--didn’t call to say he was thinking of me, or he missed me already, or he couldn’t wait to see me again. Oh, the beautiful, unbridled honesty. We loved taking drives together. He knew every inch of the countryside: every fork in the road, every cattle guard, every fence, every acre. Ranchers know the country around them. They know who owns this pasture, who leases that one, whose land this county road passes through, whose cattle are on the road by the lake. It all looked the same to me, but I didn’t care. I’d never been more content to ride in the passenger seat of a crew-cab pickup in all my life. I’d never ridden in a crew-cab pickup in all my life. Never once. In fact, I’d never personally known anyone who’d driven a pickup; the boys from my high school who drove pickups weren’t part of my scene, and in their spare time they were needed at home to contribute to the family business. Either that, or they were cowboy wannabes--the kind that only wore cowboy hats to bars--and that wasn’t really my type either. For whatever reason, pickup trucks and I had never once crossed paths. And now, with all the time I was spending with Marlboro Man, I practically lived in one.

At its height, the rebellion can best be described as an insurrection. Large crowds of looters in the early part of July 23 gave way to roving bands of looters and fire bombers, who were much harder to control. Some coordinated their tactics by shortwave radio. Apparently, the rebels saw all government officials as the enemy, and they attacked firemen as well as policemen. By 4:40 P.M. on July 24, rebels had stolen hundreds of guns from gun shops. As police began to shoot at the looters, black snipers started shooting back. Hubert Locke, executive secretary of the establishment Committee for Equal Opportunity, called it a “total state of war.” Police officers and firemen reported being attacked by snipers on both the east and west sides of the city. Snipers made sporadic attacks on the Detroit Street Railways buses and on crews of the Public Lighting Commission and the Detroit Edison Company. Police records indicate that as many as ten people were shot by snipers on July 25 alone. A span of 140 blocks on the west side became a “bloody battlefield,” according to the Detroit News. Government tanks and armored personnel carriers “thundered through the streets and heavy machine guns chattered. . . . It was as though the Viet Cong had infiltrated the riot blackened streets.” The mayor said, “It looks like Berlin in 1945.”55 The black uprisings in Detroit and Newark were the largest of 1967 but by no means the only ones. Urban rebellions rocked cities large and small all across America. According to the Kerner Commission, 164 such rebellions erupted in the first nine months of the year.56

Tis the middle of night by the castle clock" 'Tis the middle of night by the castle clock, And the owls have awakened the crowing cock; Tu—whit!—Tu—whoo! And hark, again! the crowing cock, How drowsily it crew. Sir Leoline, the Baron rich, Hath a toothless mastiff bitch; From her kennel beneath the rock She maketh answer to the clock, Four for the quarters, and twelve for the hour; Ever and aye, by shine and shower, Sixteen short howls, not over loud; Some say, she sees my lady's shroud. Is the night chilly and dark? The night is chilly, but not dark. The thin gray cloud is spread on high, It covers but not hides the sky. The moon is behind, and at the full; And yet she looks both small and dull. The night is chill, the cloud is gray: 'Tis a month before the month of May, And the Spring comes slowly up this way. The lovely lady, Christabel, Whom her father loves so well, What makes her in the wood so late, A furlong from the castle gate? She had dreams all yesternight Of her own betrothèd knight; And she in the midnight wood will pray For the weal of her lover that's far away. She stole along, she nothing spoke, The sighs she heaved were soft and low, And naught was green upon the oak But moss and rarest mistletoe: She kneels beneath the huge oak tree, And in silence prayeth she. The lady sprang up suddenly, The lovely lady, Christabel! It moaned as near, as near can be, But what it is she cannot tell.— On the other side it seems to be, Of the huge, broad-breasted, old oak tree. The night is chill; the forest bare; Is it the wind that moaneth bleak? There is not wind enough in the air To move away the ringlet curl From the lovely lady's cheek— There is not wind enough to twirl The one red leaf, the last of its clan, That dances as often as dance it can, Hanging so light, and hanging so high, On the topmost twig that looks up at the sky …

July I watch eagerly a certain country graveyard that I pass in driving to and from my farm. It is time for a prairie birthday, and in one corner of this graveyard lives a surviving celebrant of that once important event. It is an ordinary graveyard, bordered by the usual spruces, and studded with the usual pink granite or white marble headstones, each with the usual Sunday bouquet of red or pink geraniums. It is extraordinary only in being triangular instead of square, and in harboring, within the sharp angle of its fence, a pin-point remnant of the native prairie on which the graveyard was established in the 1840’s. Heretofore unreachable by scythe or mower, this yard-square relic of original Wisconsin gives birth, each July, to a man-high stalk of compass plant or cutleaf Silphium, spangled with saucer-sized yellow blooms resembling sunflowers. It is the sole remnant of this plant along this highway, and perhaps the sole remnant in the western half of our county. What a thousand acres of Silphiums looked like when they tickled the bellies of the buffalo is a question never again to be answered, and perhaps not even asked. This year I found the Silphium in first bloom on 24 July, a week later than usual; during the last six years the average date was 15 July. When I passed the graveyard again on 3 August, the fence had been removed by a road crew, and the Silphium cut. It is easy now to predict the future; for a few years my Silphium will try in vain to rise above the mowing machine, and then it will die. With it will die the prairie epoch. The Highway Department says that 100,000 cars pass yearly over this route during the three summer months when the Silphium is in bloom. In them must ride at least 100,000 people who have ‘taken’ what is called history, and perhaps 25,000 who have ‘taken’ what is called botany. Yet I doubt whether a dozen have seen the Silphium, and of these hardly one will notice its demise. If I were to tell a preacher of the adjoining church that the road crew has been burning history books in his cemetery, under the guise of mowing weeds, he would be amazed and uncomprehending. How could a weed be a book? This is one little episode in the funeral of the native flora, which in turn is one episode in the funeral of the floras of the world. Mechanized man, oblivious of floras, is proud of his progress in cleaning up the landscape on which, willy-nilly, he must live out his days. It might be wise to prohibit at once all teaching of real botany and real history, lest some future citizen suffer qualms about the floristic price of his good life. * * *

On quitting Bretton, which I did a few weeks after Paulina’s departure—little thinking then I was never again to visit it; never more to tread its calm old streets—I betook myself home, having been absent six months. It will be conjectured that I was of course glad to return to the bosom of my kindred. Well! the amiable conjecture does no harm, and may therefore be safely left uncontradicted. Far from saying nay, indeed, I will permit the reader to picture me, for the next eight years, as a bark slumbering through halcyon weather, in a harbour still as glass—the steersman stretched on the little deck, his face up to heaven, his eyes closed: buried, if you will, in a long prayer. A great many women and girls are supposed to pass their lives something in that fashion; why not I with the rest? Picture me then idle, basking, plump, and happy, stretched on a cushioned deck, warmed with constant sunshine, rocked by breezes indolently soft. However, it cannot be concealed that, in that case, I must somehow have fallen overboard, or that there must have been wreck at last. I too well remember a time—a long time—of cold, of danger, of contention. To this hour, when I have the nightmare, it repeats the rush and saltness of briny waves in my throat, and their icy pressure on my lungs. I even know there was a storm, and that not of one hour nor one day. For many days and nights neither sun nor stars appeared; we cast with our own hands the tackling out of the ship; a heavy tempest lay on us; all hope that we should be saved was taken away. In fine, the ship was lost, the crew perished. As far as I recollect, I complained to no one about these troubles. Indeed, to whom could I complain? Of Mrs. Bretton I had long lost sight. Impediments, raised by others, had, years ago, come in the way of our intercourse, and cut it off. Besides, time had brought changes for her, too: the handsome property of which she was left guardian for her son, and which had been chiefly invested in some joint-stock undertaking, had melted, it was said, to a fraction of its original amount. Graham, I learned from incidental rumours, had adopted a profession; both he and his mother were gone from Bretton, and were understood to be now in London. Thus, there remained no possibility of dependence on others; to myself alone could I look. I know not that I was of a self-reliant or active nature; but self-reliance and exertion were forced upon me by circumstances, as they are upon thousands besides; and when Miss Marchmont, a maiden lady of our neighbourhood, sent for me, I obeyed her behest, in the hope that she might assign me some task I could undertake.

In August 1519, Magellan disembarked with a crew of 280 men among the five ships of his fleet: the Concepción, the San Antonio, the Santiago, the Victoria, and the flagship Trinidad. Four of the ships were three- or four-masted sailing ships called carracks; the Trinidad was a caravel. Each vessel held massive stores of supplies to last the men for weeks and months at sea, with plans to resupply in stops along the Canary Islands, Cape Verde, and South American port towns. No shipping clerk could have guessed how much they dangerously underestimated the needs of the voyage.

My family was told about difficulties with my documents. Somebody should come to the boat next day at ten, when the Immigration would take me to Ellis Island. The reason for not admitting me was my Romanian passport. It was valid for another three months only. Romania had turned communist lately and the immigration officials did not know how to proceed. They told me that, at that point, a passport had to be renewed or extended for another year, otherwise I would have to return on this same boat, back to Europe. The ship, that was so elegant and animated when in use, looked like a death boat, at night. The crew took off all bedding, all the tableclothes and dishes, glasses and silver. It was dark and quiet and enormous; you heard some creaking noises at night.

According to Oviedo’s history, a Portuguese ship bound for home port from San Domingo was driven onto the Bermudan reefs in 1542 or early 1543. Fortunately for the thirty seamen on the vessel, the ship—like the Sea Venture almost seven decades later—was held in the grip of the coral, kept afloat long enough for the crew to salvage provisions, tools, spars, sails, and shrouds. Over the next four months, they constructed a new vessel they used to sail to San Domingo. It may have been one of the sailors from this Portuguese vessel who climbed to a cliff seventy feet above the sea on Bermuda’s south shore where he carved a cross, the date—“1543”—and what appear to be the letters TF or RP. No one knows for sure just what this carving represents. If the letters are TF, they might be some marooned or shipwrecked mariner’s initials, carved as a memorial to himself as he stared out to sea, searching for the sight of a friendly sail. If RP, they may stand for Rex Portugaline, representing an early Portuguese claim to the islands.

Only 768 people—passengers and crew—had survived; four of those died of their injuries in the next months. Some 1,198 had perished, including 128 Americans. Over 800 of Lusitania’s victims were never recovered.(

Although the clientele were primarily the Eloi of the Lower East Side and Williamsburg, an incident a month earlier had involved a platinumed-out crew of Bronx Morlocks:

was now over two million dollars, a nice little nest egg nobody knew about, not even his ex-wife. The $200,000 from Smith would simply be walking-around cash. The St. Paul police and the bureau suspected Smith had a partner when they took him down, but Smith never put Burton’s name in play. He took all the weight. When Smith was being sodomized in jail, when the bureau visited him, talking about how they could make his life easier if he just told them who he worked with, he didn’t give in, didn’t fold, and didn’t turn in his partner. Burton knew all this, tracking his partner’s incarceration, always worried he might break. He never did. Meanwhile, Burton moved to kidnapping and found his true calling within the bureau. When he brought home the daughter of one of New York’s wealthiest businessmen, taking down the kidnappers in a spectacular chase through the subway tunnels, his name and reputation were cemented. He published a book. Traveled the country speaking about his cases, and now performed training for the bureau. Retiring at the end of the year, he could expect to greatly enhance his wealth on the speaking circuit. Several prestigious colleges had inquired of his interest in teaching. His life was set. Then, four months ago Smith showed up on his doorstep. Burton owed him and there was no argument. His life was what it was because Smith never turned him in. Smith took all the heat, and Burton ended up with all the glory. Burton spent days and nights thinking of ways out of helping Smith. He offered up part of his nest egg. Smith wasn’t interested. Burton offered to put him in touch with people who would put him to work, let him earn a respectable living, start a new life, a comfortable life, a decent life. Smith wasn’t interested in any of that. He wanted one thing: he wanted Charlie Flanagan, and he didn’t just want to hurt him, he wanted to gut him. And Burton owed him. And if Burton refused, Smith would kill him. If he could just get through the next day, help Smith get what he wanted and get his crew theirs; he’d be free and clear. Smith would be gone. Burton could retire a happy and wealthy man. If Charlie Flanagan, Lyman Hisle, and their daughters had to pay the ultimate price for that—well, it was him or them. If that was the way it had to be, he’d

But this house felt strange. Dave asked what was going on, and John explained that the name on the eviction order belonged to the mother of several of the children. She had died two months earlier, and the children had simply gone on living in the house, by themselves. As the movers swept through the rooms, Gray Eyes took charge, giving orders to the other children; the youngest was a boy of about eight or nine. Upstairs, the movers found ratty mattresses on the floor and empty liquor bottles displayed like trophies. In the damp basement, clothes were flung everywhere. The house and the yard were littered with trash. “Disgusting,” Tim said to the roaches scaling the kitchen wall. As the landlord changed the locks with a power drill and the movers pushed the contents of the house onto the wet curb, the children began to run around and laugh. When the move was done, the crew gathered by the trucks, instinctively stomping the ground to shake loose any stowaway roaches. Those who smoked reached for their packs. They didn’t know where the children would go, and they didn’t ask.

In the headlights of the truck, I saw small animals popping out of the ground everywhere. Steve leaped out of the truck excitedly and motioned me over to get a close-up look at the creatures emerging from the mud. “Cycloranas,” Steve said, “water-holding frogs.” He explained that these frogs would burrow into the ground and then cover themselves with a membrane that would hold in water. They wouldn’t pee, and none of their bodily fluids would evaporate. They could remain underground for weeks, months, or even years, until the next rain hit. “Then they emerge up from their tiny tombs, lost their membrane, and are good as gold,” Steve said, marveling. “They’re ready now to reproduce and feed and do their own thing.” It was an epic task to get the camera out and set up the waterproof gear to film the cycloranas. The rain finally broke, and Steve was able to film a scene. We had been driving all day, out in the rain, changing flat tires from the debris on the track. Steve even had to repair the fence when the crew’s truck slid sideways across the slippery mud, knocking a neat hole in one section. Everybody was beyond exhausted. No matter how hard Steve tried, he couldn’t get his words right. He couldn’t properly explain how the frogs could go so long without water. “Membranes” became “mum-branes,” “water-filled” was “water-flood.” We were all getting frustrated. John said, exasperated, “Just give us something really concise.” I whispered two words into Steve’s ear. He turned to the camera. “Water…nah,” he said. The whole crew cracked up. Two words to sum up the water-holding frog.

through. A professor had met his wife years before at a Dresden Dolls concert, and now she was in a coma following a car crash; he sent me a necklace of hers as a keepsake. These were “real” people with “real” jobs, making society work. And there were a lot of them. I would take in all these stories, and one by one, ten, a hundred, a thousand stories later…I had to believe it. I would hold these people in my arms and I would feel the whole synchronicity of life and death and music envelop us. And one day I turned around and it had just happened without my realizing it. I believed I was real. I had just finished a gig in Perth and was driving to a fan’s house, to crash with the Australian crew, when Neil called me from New York. He said, My dad just died. What? He died. My dad just died. He was in a business meeting, something happened with his heart, and he fell over, and he’s dead. Oh my god, Neil. What could I do? I was about as physically far away from him as I could possibly be. We had only been dating for about three months, but it was long enough to have started falling in love. Do you want me to come to you right now? I’ll get the first flight out, I offered. I’ll just get on a plane and come be with you. No, darling. He sounded like a zombie. Stay there. Finish your tour. Go to Tasmania. No. I’ll come. Really. I want to. No, don’t. I’m asking you

Ironically enough, when we returned to the zoo, the Dr. Dolittle cameo almost came true. We had to transfer a big female crocodile named Toolakea to another enclosure. Steve geared up for the move as he always did. “Don’t think about catching Toolakea,” he instructed his crew, me included, before we ever got near to the enclosure. “If you’re concentrating on catching her, she’ll know it. We’ll never get a top-jaw rope on. Crocs know when they’re being hunted.” For millions of years, wild animals have evolved to use every sense to tune into the world around them. Steve understood that their survival depended on it. So as I approached the enclosure, I thought of mowing the lawn, or doing the croc show, or picking hibiscus flowers to feed the lizards. Anything but catching Toolakea. It went like clockwork. Steve top-jaw-roped Toolakea, and we all jumped her. He decided that since she was only a little more than nine feet long, we would be able to just lift her over the fence and carry her to her other enclosure. Steve never built his enclosures with gates. He knew that sooner or later, someone could make a mistake and not latch a gate properly. We had to be masters at fence jumping. He picked up Toolakea around her shoulders with her neck held firmly against his upper arm. This would protect his face if she started struggling. The rest of us backed him up and helped to lift Toolakea over the fence. All of a sudden she exploded, twisting and writhing in everyone’s arms. “Down, down, down,” Steve shouted. That was our signal to pin the crocodile again before picking her up. Not everyone reacted quickly enough. As Steve moved to the ground, the people on the tail were still standing up. That afforded Toolakea the opportunity to twist her head around and grab hold of Steve’s thigh. The big female croc sank her teeth deep into his flesh. I never realized it until later. Steve didn’t flinch. He settled the crocodile on the ground, keeping her eyes covered to quiet her down. We lifted her again. This time she cleared the fence easily. I noticed the blood trickling down Steve’s leg. We got to the other enclosure before I asked what had happened, and he showed me. There were a dozen tears in the fabric of his khaki shorts. A half dozen of Toolakea’s teeth had gotten through to his flesh, putting a number of puncture holes in his upper thigh. As usual, Steve didn’t bother with the wound. He cleaned it out and carried on, but even after his leg had healed, he couldn’t feel the temperature accurately on his leg. Once, about a month after the incident, I got a drink out of the fridge and rested it on his thigh. “I can feel something there,” he said. “Hot or cold?” I quizzed. “I don’t know,” he said. The croc-torn khaki shorts he wore that day made an amazing souvenir for a lucky sponsor of the zoo. People who donated a certain amount of money to our conservation efforts received a bonus in return: one of Steve’s uniforms and a photograph of him in it. Steve was very proud to include his khakis with teeth holes in them as the gift for a generous supporter.

This was a media beat-up at its very worst. All those officials reacting to what the media labeled “The Baby Bob Incident” failed to understand the Irwin family. This is what we did--teach our children about wildlife, from a very early age. It wasn’t unnatural and it wasn’t a stunt. It was, on the contrary, an old and valued family tradition, and one that I embraced wholeheartedly. It was who we were. To have the press fasten on the practice as irresponsible made us feel that our very ability as parents was being attacked. It didn’t make any sense. This is why Steve never publicly apologized. For him to say “I’m sorry” would mean that he was sorry that Bob and Lyn raised him the way they did, and that was simply impossible. The best he could do was to sincerely apologize if he had worried anyone. The reality was that he would have been remiss as a parent if he didn’t teach his kids how to coexist with wildlife. After all, his kids didn’t just have busy roads and hot stoves to contend with. They literally had to learn how to live with crocodiles and venomous snakes in their backyard. Through it all, the plight of the Tibetan nuns was completely and totally ignored. The world media had not a word to spare about a dry well that hundreds of people depended on. For months, any time Steve encountered the press, Tibetan nuns were about the furthest thing from the reporter’s mind. The questions would always be the same: “Hey, Stevo, what about the Baby Bob Incident?” “If I could relive Friday, mate, I’d go surfing,” Steve said on a hugely publicized national television appearance in the United States. “I can’t go back to Friday, but you know what, mate? Don’t think for one second I would ever endanger my children, mate, because they’re the most important thing in my life, just like I was with my mum and dad.” Steve and I struggled to get back to a point where we felt normal again. Sponsors spoke about terminating contracts. Members of our own documentary crew sought to distance themselves from us, and our relationship with Discovery was on shaky ground. But gradually we were able to tune out the static and hear what people were saying. Not the press, but the people. We read the e-mails that had been pouring in, as well as faxes, letters, and phone messages. Real people helped to get us back on track. Their kids were growing up with them on cattle ranches and could already drive tractors, or lived on horse farms and helped handle skittish stallions. Other children were learning to be gymnasts, a sport which was physically rigorous and held out the chance of injury. The parents had sent us messages of support. “Don’t feel bad, Steve,” wrote one eleven-year-old from Sydney. “It’s not the wildlife that’s dangerous.” A mother wrote us, “I have a new little baby, and if you want to take him in on the croc show it is okay with me.” So many parents employed the same phrase: “I’d trust my kids with Steve any day.

Maurice had been watching Truth and his crew for a good month now and he envied them. He hated people showed them respect when they stepped inside the room. He too wanted that same respect but he couldn't get it on his own.

On the cold winter afternoon of 2 December 1942, in a disused doubles squash court under the stands of the University of Chicago football stadium, the Nobel laureate physicist Enrico Fermi, a refugee from Fascist Italy, calmly initiated the world’s first controlled nuclear-fission chain reaction. Other than hand-operated cadmium control rods, nothing visibly moved in the garage-sized graphite and natural uranium assembly Fermi and his crew had stacked up by hand over the preceding two months. (Fermi called the assembly a “pile” in amused reference to its stacked arrangement.) The reactor required no radiation shielding. The energy it produced by splitting—“fissioning”—uranium atoms, held to a mere 200 watts, was not even enough to warm the unheated court.

I came to see the streets and the schools as arms of the same beast. One enjoyed the official power of the state while the other enjoyed its implicit sanction. But fear and violence were the weaponry of both. Fail in the streets and the crews would catch you slipping and take your body. Fail in the schools and you would be suspended and sent back to those same streets, where they would take your body. And I began to see these two arms in relation—those who failed in the schools justified their destruction in the streets. The society could say, “He should have stayed in school,” and then wash its hands of him. It does not matter that the “intentions” of individual educators were noble. Forget about intentions. What any institution, or its agents, “intend” for you is secondary. Our world is physical. Learn to play defense—ignore the head and keep your eyes on the body. Very few Americans will directly proclaim that they are in favor of black people being left to the streets. But a very large number of Americans will do all they can to preserve the Dream. No one directly proclaimed that schools were designed to sanctify failure and destruction. But a great number of educators spoke of “personal responsibility” in a country authored and sustained by a criminal irresponsibility. The point of this language of “intention” and “personal responsibility” is broad exoneration. Mistakes were made. Bodies were broken. People were enslaved. We meant well. We tried our best. “Good intention” is a hall pass through history, a sleeping pill that ensures the Dream. An unceasing interrogation of the stories told to us by the schools now felt essential. It felt wrong not to ask why, and then to ask it again. I took these questions to my father, who very often refused to offer an answer, and instead referred me to more books. My mother and father were always pushing me away from secondhand answers—even the answers they themselves believed. I don’t know that I have ever found any satisfactory answers of my own. But every time I ask it, the question is refined. That is the best of what the old heads meant when they spoke of being “politically conscious”—as much a series of actions as a state of being, a constant questioning, questioning as ritual, questioning as exploration rather than the search for certainty. Some things were clear to me: The violence that undergirded the country, so flagrantly on display during Black History Month, and the intimate violence of “Yeah, nigger, what’s up now?” were not unrelated. And this violence was not magical, but was of a piece and by design. But what exactly was the design? And why? I must know. I must get out…but into what? I devoured the books because they were the rays of light peeking out from the doorframe, and perhaps past that door there was another world, one beyond the gripping fear that undergirded the Dream.

There were times when I had to face problems that were of a tribal nature and unless I could solve them instantly they would fester and eventually lead to unexpected consequences or perhaps even my death. I encountered this sort of situation with my steward Henry Roland Cavalla. At the time he had a financial problem at home because of gambling and asked for a raise in pay, which I was not authorized to give. To do so would cause problems with the other crew members who could all justify a pay raise for one reason or another. It must have been the umpteenth time that he Henry had approached me with this request and as usual I turned him down with an explanation as to why. At times I would give him a few extra dollars out of my pocket but this time I reacted with a curt “No! I told you how it works countless times!” Although this time was no different than the other times Henry reacted violently. Lunging forward he bit me through my shirt with teeth that had been sharpened with a file. Fortunately my Bosun Togar was there and jumped into the fray. Holding Henry at bay I went to my head (bathroom) and after pouring 90% pure alcohol on the wound, covered it with a towel and a new shirt. When I reappeared it was as if nothing had happened. Sitting down at my desk I proceeded to read the regulations by which I could fire him and even turn him over to the police…. Crying he begged for forgiveness, telling me how financially strapped he was and how much he needed this job. Togar even added that he knew how much Henry needed the job and that he had never had a problem with me and could I give him another chance. In the end I suspended Henry for a month telling him and to go back to his village and straighten things out. He never knew how severe my wound was but it did heal, however I carried a very visable scar for years.

Columbus’s fateful voyage was inspired by his study of a map by Paolo Toscanelli. But there was also the 1854 cholera outbreak in London, which killed hundreds of people until a physician, John Snow, drew a map demonstrating that a single contaminated water pump was the source of the illness, thereby founding the science of epidemiology. There was the 1944 invasion at Normandy, which succeeded only because of the unheralded contribution of mapmakers who had stolen across the English Channel by night for months before D-Day and mapped the French beaches.* Even the moon landing was a product of mapping. In 1961, the United States Geological Survey founded a Branch of Astrogeology, which spent a decade painstakingly assembling moon maps to plan the Apollo missions. The Apollo 11 crew pored over pouches of those maps as their capsule approached the lunar surface, much as Columbus did during his voyage. It seems that the greatest achievements in human history have all been made possible by the science of cartography.

What a coincidence it was for me to see the SS African Moon in Dar-es-Salaam! After leaving Farrell Lines I thought that I would never get back to Kenya but here I was. It was just like home coming when I came aboard and saw Eddie the first mate. Everything was just as I left it three years before so as we celebrated our reunion over a cup of coffee. Although I hadn’t planned it, I suddenly got an idea. This would be a once in a lifetime opportunity to bring something worthwhile back to The United States. So, I asked Eddie if he could bring something big back to New York for me. “What might that be” he asked suspecting that I was up to no good. “No, it’s not narcotics, it’s a dug out native canoe.” I replied. “Well, I won’t have room in any of the holds but we can lash it down on deck. “Good I’ll have it to you within an hour!” I left and found someone who was willing to sell his dug-out to me and deliver it to the Meteor for under fifty dollars, which at the time was a lot of money but the price included the delivery charge. My, newly acquired well used dug out canoe, was the last thing that crossed the fish plates of the African Moon. Talking to Eddie we watched as the crew professionally lashed it down just forward of the #1 hatch. Shortly thereafter the African Moon backed down and headed out into the Indian Ocean. As for the rest of the story… When the Moon returned, I picked up the dug-out dockside in Brooklyn. With a little help I got it into my pick-up and brought it to my father’s house in Jersey City.  Later without my knowing, it he drilled holes into its hull and decided that it would make a good planter. It didn’t take long for the dirt in it to cause the rot to set in. Within months my canoe was destroyed, however I still have the paddles which sadly but reminiscently serve as a decoration in my Florida home.

Where are you going, Albert?” Albert said nothing. How rare, Quinn thought: Albert speechless. “Not really your concern, Quinn,” Albert said finally. “You’re running out.” Albert sighed. To his three companions he said, “Go ahead and get in the boat. The Boston Whaler. Yes, that one.” Turning back to Quinn he said, “It’s been good doing business with you. If you want, you can come with us. We have room for one more. You’re a good guy.” “And my crews?” “Limited resources, Quinn.” Quinn laughed a little. “You’re a piece of work, aren’t you, Albert?” Albert didn’t seem bothered. “I’m a businessman. It’s about making a profit and surviving. It so happens that I’ve kept everyone alive for months. So I guess I’m sorry if you don’t like me, Quinn, but what’s coming next isn’t about business. What’s coming next is craziness. We’re going back to the days of starvation. But in the dark this time. Craziness. Madness.” His eyes glinted when he said that last word. Quinn saw the fear there. Madness. Yes, that would terrify the eternally rational businessman. “All that happens if I stay,” Albert continued, “is that someone decides to kill me. I’ve already come too close to being dead once.” “Albert, you’re a leader. You’re an organizer. We’re going to need that.” Albert waved an impatient hand and glanced over to see that the Boston Whaler was ready. “Caine’s a leader. Sam’s a leader. Me?” Albert considered it for a second and shook the idea off. “No. I’m important, but I’m not a leader. Tell you what, though, Quinn: in my absence you speak for me. If that helps, good for you.” Albert climbed down into the Boston Whaler. Pug started the engine and Leslie-Ann cast off the ropes. Some of the last gasoline in Perdido Beach sent the boat chugging out of the marina. “Hey, Quinn!” Albert shouted back. “Don’t come to the island without showing a white flag. I don’t want to blow you up!

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Back to the cake. You were down to the seam of coal.” “Yeah, well, once they find the coal, they bring in more machines, extract it, haul it out, and continue blasting down to the next seam. It’s not unusual to demolish the top five hundred feet of a mountain. This takes relatively few workers. In fact, a small crew can thoroughly destroy a mountain in a matter of months.” The waitress refilled their cups and Donovan watched in silence, totally ignoring her. When she disappeared, he leaned in a bit lower and said, “Once the coal is hauled out by truck, it’s washed, which is another disaster. Coal washing creates a black sludge that contains toxic chemicals and heavy metals. The sludge is also known as slurry, a term you’ll hear often. Since it can’t be disposed of, the coal companies store it behind earthen dams in sludge ponds, or slurry ponds. The engineering is slipshod and half-assed and these things break all the time with catastrophic results.

As I write this, I’m sitting in a café in Paris overlooking the Luxembourg Garden, just off of Rue Saint-Jacques. Rue Saint-Jacques is likely the oldest road in Paris, and it has a rich literary history. Victor Hugo lived a few blocks from where I’m sitting. Gertrude Stein drank coffee and F. Scott Fitzgerald socialized within a stone’s throw. Hemingway wandered up and down the sidewalks, his books percolating in his mind, wine no doubt percolating in his blood. I came to France to take a break from everything. No social media, no email, no social commitments, no set plans . . . except one project. The month had been set aside to review all of the lessons I’d learned from nearly 200 world-class performers I’d interviewed on The Tim Ferriss Show, which recently passed 100,000,000 downloads. The guests included chess prodigies, movie stars, four-star generals, pro athletes, and hedge fund managers. It was a motley crew. More than a handful of them had since become collaborators in business and creative projects, spanning from investments to indie film. As a result, I’d absorbed a lot of their wisdom outside of our recordings, whether over workouts, wine-infused jam sessions, text message exchanges, dinners, or late-night phone calls. In every case, I’d gotten to know them well beyond the superficial headlines in the media. My life had already improved in every area as a result of the lessons I could remember. But that was the tip of the iceberg. The majority of the gems were still lodged in thousands of pages of transcripts and hand-scribbled notes. More than anything, I longed for the chance to distill everything into a playbook. So, I’d set aside an entire month for review (and, if I’m being honest, pain au chocolat), to put together the ultimate CliffsNotes for myself. It would be the notebook to end all notebooks. Something that could help me in minutes but be read for a lifetime.

Chain code Labs to be able to Host an additional Run regarding Its Month-Long Bitcoin Html coding Class Chain code Labs, the newest York-based improvement company and also a major factor to Bitcoin Core, will be organizing an extra edition involving its Bitcoin residency put in the first weeks of 2018. The program expects to help designers overcome the particular steep understanding curve connected with becoming a protocol-level contributor for you to projects just like Bitcoin Key. In doing, therefore , Chaincode Amenities hopes to aid expand Bitcoin’s development neighborhood. “Last 12 months was the 1st run, ” Chaincode System developer David Newbery advised Bitcoin Journal. “We have today taken the favorable stuff from this and attempted to make it a lot more focused along with useful for occupants this year. ” The Residency Program Chain code Labs, inside collaboration together with Matt Corallo - who also worked from Blockstream this past year but became a member of Chaincode Facility since: organized typically the residency plan for the first time throughout September in addition to October connected with 2016. Another edition begins on The month of January 29, 2018, and will previous until Feb. 23. Newbery himself has been one of the guests of this initial residency software. He was afterward hired simply by Chaincode Amenities and has given that been the most prolific contributing factors to the Bitcoin Core job. Now, he or she is coordinating the next of a couple of legs in the new course. “Chaincode System exists to boost Bitcoin, ” said Newbery. “We do that by simply contributing to Bitcoin Core, yet each of people has a lot with the freedom to accomplish what we consider is important. As well as the main function of this residency program is always to try to improve the designer community. ” Specifically, classes will cover standard protocol design, adversarial thinking, risk models plus security things to consider, as well as deal with some of Bitcoin’s biggest problems, like climbing, fungibility and also privacy. Guests will mostly discover by doing and might even commence contributing to often the Bitcoin-Central project through the residency. Through the program will have them assisted from the entire Chaincode Labs crew - Alex Morcos, Suhas Daftuar, Shiny Corallo, Ruben Newbery along with Russ Yanofsky. There are often guest loudspeakers.

The Ward Line paid the lowest possible wages and drove the crew as hard as it could. Ordinary seamen earned $35 a month; firemen, $52; quartermasters, $55; engine-room oilers, $60.

Mary and Anne wore traditional women’s clothing around the sailors, but, when prepared for battle, they always dressed in men’s fashion. When called upon to fight, the two women would stand back-to-back, each holding a pistol in one hand and a machete in the other. They literally had each other’s back. For two months in 1720, Jack, Anne, and Mary ruled the seas, and their fame spread far and wide. (You may not realize it, but they are all recalled in modern culture; for instance, Jack flew a black flag with a skull and two criss-crossing sabers imprinted in white on it, and that is the stereotyped pirate flag used in movies such as Pirates of the Caribbean.) A bounty was on Calico Jack’s head, so both other pirates and government officials sailed the seas hoping to capture him. One evening after Calico Jack had captured a large Spanish ship, his crew was celebrating with alcohol and were so intoxicated that the crew of a British government ship was able to come aboard his ship unannounced. Most of Jack’s men were in the ship’s galley and immediately surrendered. Anne and Mary, who were upstairs relaxing with Jack in the captain’s quarters, fought until they were clearly overwhelmed. All the pirates were taken to prison and most sentenced to death.  Anne snarled in frustration as the men were led past her, “If you had just fought like men, you wouldn’t be hanging like dogs.” Anne and Mary, though, both escaped the death penalty – but not prison - because they were pregnant. Anne was found to be carrying Jack’s baby and Mary was carrying a crew member’s child. Mary got a fever and died in prison, but no one knows what happened to Anne.

Her crew must have been dismayed when it was informed of the Scharnhorst’s fate. The two battleships had been moored near each other for almost two months, and the crews had gotten to know each other. They had trained together, played soccer tournaments together, and associated together in other ways. Now, only half of them remained.

Future destinations in our solar system neighborhood include potential probe missions to a few moons of Jupiter, Saturn, and Neptune -- mainly by virtue of them being possible candidates for life, with their large oceans buried beneath icy crusts, plus intense volcanic activity. But getting humans to explore these possibly habitable worlds is a big issue in space travel. The record for the fastest-ever human spaceflight was set by the Apollo 10 crew as they gravita­tionally slingshotted around the Moon on their way back to Earth in May 1969. They hit a top speed of 39,897 kilo­meters per hour (24,791 miles per hour); at that speed you could make it from New York to Sydney and back in under one hour. Although that sounds fast, we've since recorded un-crewed space probes reaching much higher speeds, with the crown currently held by NASA's Juno probe, which, when it entered orbit around Jupiter, was traveling at 266,000 kilometers per hour (165,000 miles per hour). To put this into perspective, it took the Apollo 10 mission four days to reach the Moon; Opportunity took eight months to get to Mars; and Juno took five years to reach Jupiter. The distances in our solar system with our current spaceflight technology make planning for long-term crewed explora­tion missions extremely difficult." "So, will we ever explore beyond the edge of the solar system itself? The NASA Voyager 1 and 2 spacecraft were launched back in 1977 with extended flyby missions to the outer gas giant planets of Jupiter and Saturn. Voyager 2 even had flyby encounters with Uranus and Neptune -- it's the only probe ever to have visited these two planets. "The detailed images you see of Uranus and Neptune were all taken by Voyager 2. Its final flyby of Neptune was in October 1989, and since then, it has been traveling ever farther from the Sun, to the far reaches of the solar sys­tem, communicating the properties of the space around it with Earth the entire time. In February 2019, Voyager 2 reported a massive drop off in the number of solar wind particles it was detecting and a huge jump in cosmic ray particles from outer space. At that point, it had finally left the solar system, forty-one years and five months after being launched from Earth. "Voyager 1 was the first craft to leave the solar system in August 2012, and it is now the most distant synthetic object from Earth at roughly 21.5 billion kilometers (13.5 billion miles) away. Voyager 2 is ever so slightly closer to us at 18 billion kilometers (11 billion miles) away. Although we may ultimately lose contact with the Voyager probes, they will continue to move ever farther away from the Sun with nothing to slow them down or impede them. For this reason, both Voyager crafts carry a recording of sounds from Earth, including greetings in fifty-five differ­ent languages, music styles from around the world, and sounds from nature -- just in case intelligent life forms happen upon the probes in the far distant future when the future of humanity is unknown.

By the maker, Rezkin! I've never heard of anything so sadly romantic! You commandeered military personnel, a ship, and crew, and manipulated the lives of a baron and the heirs of four high noble houses for months during the King's Tournament just to ensure the happiness of a woman in the event you do NOT get to marry her?

We compare our lives to these largely artificial constructs and structure our plans accordingly, hoping to eventually afford a golden ticket to these misleading fantasies. Conveniently tucked out of sight are the months of planning, the “talent” lined up in audition studios toting their head shots, the production crews, the double-parked trucks filled with camera gear, the long spells of unemployment, the weeks of rain that stopped shooting, the food poisoning on location, the empty sets after they leave. Distracted by the never-ending stream of aspirational media, we forfeit our opportunity to define what is meaningful on our own terms.

Mac’s navy-regulation crew-cut had grown out into a mop of dirty-blonde hair, his hawkish hazel eyes sporting a few more stress lines since their shared three month stay together in the mental ward where they had met seven years ago. The boyish twinkle was still present.

Their owners returned to Philadelphia each fall, leaving the resort a ghost town. Samuel Richards realized that mass-oriented facilities had to be developed before Atlantic City could become a major resort and a permanent community. From Richards’ perspective, more working-class visitors from Philadelphia were needed to spur growth. These visitors would only come if railroad fares cost less. For several years Samuel Richards tried, without success, to sell his ideas to the other shareholders of the Camden-Atlantic Railroad. He believed that greater profits could be made by reducing fares, which would increase the volume of patrons. A majority of the board of directors disagreed. Finally in 1875, Richards lost patience with his fellow directors. Together with three allies, Richards resigned from the board of directors of the Camden-Atlantic Railroad and formed a second railway company of his own. Richards’ railroad was to be an efficient and cheaper narrow gauge line. The roadbed for the narrow gauge was easier to build than that of the first railroad. It had a 3½-foot gauge instead of the standard 4 feet 8½ inches, so labor and material would cost less. The prospect of a second railroad into Atlantic City divided the town. Jonathan Pitney had died six years earlier, but his dream of an exclusive watering hole persisted. Many didn’t want to see the type of development that Samuel Richards was encouraging, nor did they want to rub elbows with the working class of Philadelphia. A heated debate raged for months. Most of the residents were content with their island remaining a sleepy little beach village and wanted nothing to do with Philadelphia’s blue-collar tourists. But their opinions were irrelevant to Samuel Richards. As he had done 24 years earlier, Richards went to the state legislature and obtained another railroad charter. The Philadelphia-Atlantic City Railway Company was chartered in March 1876. The directors of the Camden-Atlantic were bitter at the loss of their monopoly and put every possible obstacle in Richards’ path. When he began construction in April 1877—simultaneously from both ends—the Camden-Atlantic directors refused to allow the construction machinery to be transported over its tracks or its cars to be used for shipment of supplies. The Baldwin Locomotive Works was forced to send its construction engine by water, around Cape May and up the seacoast; railroad ties were brought in by ships from Baltimore. Richards permitted nothing to stand in his way. He was determined to have his train running that summer. Construction was at a fever pitch, with crews of laborers working double shifts seven days a week. Fifty-four miles of railroad were completed in just 90 days. With the exception of rail lines built during a war, there had never been a railroad constructed at such speed. The first train of the Philadelphia-Atlantic City Railway Company arrived in the resort on July 7, 1877. Prior to Richards’ railroad,

Years ago, I received a call from a paramedic I had known for a long, long time. He was a true believer; a provider in it to do good more than to do well. By the tone of his voice, I could tell he was in some serious trouble. His voice did not lie. He was. It seemed that some years earlier he had suffered an injury off the job. The injury resulted in several surgeries and months of painful recovery, physical rehabilitation, and pain medicine. It started as an as-needed remedy for intense pain but before long became a physical necessity. When the actual pain no longer necessitated the monthly refills, the feigned pain took over. When that excuse had run its course, new injuries and favors from friends took over. The cycle had begun. Back at work, he became adept at leading his double life; on the job he was clean, sober, and clear-headed, but off-duty the pills took over. The decline was slow, but steady. It would not be long before he would lose all control. One day, on a call with the entire crew, he found himself in the home of a patient whose medicine cupboard was a veritable treasure trove of pain killing goodies. Jackpot! While logging all of the medicines, it was easy to drop a full bottle of a certain pain killer into his pocket, and he did…completely undetected. The patient was transported, and the scene was cleared, and his addiction would be fed for a little while longer. Nobody would ever know. However, as he exited the scene with his supervisor, he was struck with a blunt and harsh realization: This is not who I am and it’s not who I want to be! While still at the curbside, in front of the patient’s home, he pulled the bottle from his pocket, handed it to his supervisor, and admitted sincerely: “I have a problem. I need help.” His supervisor considered the heartfelt and painfully honest plea for help, but the paramedic was summarily fired from a job where he had an impeccable record of exemplary service for nearly two decades. He was stripped of his Paramedic license and reported to local authorities and was charged with multiple felonies by the District Attorney. That was the response from his supervisor and the rest of the morally superior lemmings up the chain of command. He asked for help, and they fucked him…because they were afraid of what actually helping him might look like to the outside world. Not once was he offered treatment or an ounce of compassion. He asked for help; now he was looking at serious prison time. This brings us to the frightened and helpless tone in his voice when he called me. Thankfully, his story ends with the proper treatment: A new career and the entire criminal case being dismissed (he had a great lawyer). Unfortunately, similar stories continue to play out in agencies, both public and private, all across America and they do not, or will not, end so well.

Stock. Stock is the backbone of good cooking. You need it and you don't have it. I have the luxury of 30-quart stockpots, a willing prep crew, readily available bones and plenty of refrigeration space. Does this mean you should subject your guests to a sauce made from nasty commercial bases or salty canned broth? Make stock already! It's easy! Just roast some bones, roast some vegetables, put them in a big pot with water and reduce and reduce and reduce. Make a few months' worth, and when it's reduced enough strain it and freeze it in small containers so you can pull it from the freezer as needed. Life without stock is barely worth living, and you will never attain demi-glace without it.

There were now three options open to the navy. The first was to sever the forward section of the ship using dynamite. This would take months to accomplish, but would allow the after section of the ship to be floated and probably salvaged. The second was to flatten the ship with dynamite and drive her deeper into the mud. This would clear the quay, allowing other ships to use it. This second option was never seriously considered because the graves of the crew would be desecrated. The third option was chosen. The plan was to cut off the superstructure above water and construct a memorial in tribute to those who lost their lives on 7 December. When the decision was finalized, diving work was suspended on the Arizona. The two barges were moved, and we soon began work on the USS California.

Diving operations on the Nevada began in mid-December as a joint effort with units in Pearl Harbor who had divers attached. Divers from submarine rescue vessels Widgeon and Ortolan excavated mud from under the stern and dynamited and removed sections of her bilge keel in an effort to attach a large patch over the forty-eight-foot-long, twenty-five-foot-high torpedo hole. The patch was made by the shipyard, and the bottom of the Oklahoma was used as a pattern because she was a sister ship of the Nevada. The divers from the Widgeon and Ortolan tried to secure the patch for more than a month before a halt was called to the work. After the Nevada was dry-docked, it was discovered that the torpedo blister on the side had blown outboard about two feet, which explained why the patch would not fit. Eventually, the patch was aborted and diving efforts were concentrated on isolating and making watertight all interior bulkheads contiguous to the hole. This required closing watertight doors and fittings, welding or caulking split seams, and driving wooden plugs in small holes. Our crew from the Salvage Unit was assigned this work. At the same time, Pacific Bridge civilian divers fitted and secured wood patches over bomb holes in the Nevada’s outside hull.

Finally, early in March 1912, a delegation from the union waited upon Bruce Ismay. As Managing Director of the White Star Line, Ismay was a mover and shaker in the British shipping industry, and maybe he could be persuaded to do something. The great Olympic was about to sail from Southampton, and the delegation pointed out that her five-man band was being paid at less than union scale, supplemented only by the monthly shilling that White Star paid to make them officially members of the crew. If the delegation expected to melt Ismay’s heart, they didn’t know their man. He replied that if the union objected to White Star carrying its bandsmen as members of the crew at a shilling a month, the company would carry them as passengers. Sure enough, when the Olympic reached New York on March 20, her five musicians were listed as Second Class passengers. All had regular tickets, and all had to appear before the immigration officials in the usual way. As a crowning irony in view of the reason for this masquerade, all had to produce $50 in cash to show that they were not destitute.

Until 1912 the various steamship lines dealt directly with their musicians, signing them up as members of the crew like stewards, firemen, and ordinary seamen. The pay was union scale, which worked out at £6 10s. a month, plus a monthly uniform allowance of 10s. Then the Blacks entered the picture. An enterprising talent agency based in Liverpool, they promised the steamship companies a simpler and cheaper way to good music. One after another the companies signed contracts, giving the Blacks the exclusive right to supply bands to their vessels. The musicians still signed the ship’s articles for a token shilling a month (putting them clearly under the captain’s authority), but they were now really working for the Blacks, and could get no jobs except through the Blacks. Since the musicians worked for the Blacks or not at all, they had to take what the Blacks were willing to pay them—which turned out to be a sharp cut in salary. Instead of a basic pay of £6 10s., they now got only £4. Instead of a uniform allowance of 10s. a month, they now got nothing at all. The terms of employment were also hard: if the steamship company objected to any musician, the Blacks had the right to remove the man without any investigation or explanation.

was a stirring sight for us, who had been months on the ocean without seeing anything but two solitary sails; and over two years without seeing more than the three or four traders on an almost desolate coast. There were the little coasters, bound to and from the various towns along the south shore, down in the bight of the bay, and to the eastward; here and there a square-rigged vessel standing out to seaward; and, far in the distance, beyond Cape Ann, was the smoke of a steamer, stretching along in a narrow, black cloud upon the water. Every sight was full of beauty and interest. We were coming back to our homes; and the signs of civilization, and prosperity, and happiness, from which we had been so long banished, were multiplying about us. The high land of Cape Ann and the rocks and shore of Cohasset were full in sight, the lighthouses, standing like sentries in white before the harbors, and even the smoke from the chimney on the plains of Hingham was seen rising slowly in the morning air. One of our boys was the son of a bucket-maker; and his face lighted up as he saw the tops of the well-known hills which surround his native place. About ten o’clock a little boat came bobbing over the water, and put a pilot on board, and sheered off in pursuit of other vessels bound in. Being now within the scope of the telegraph stations, our signals were run up at the fore, and in half an hour afterwards, the owner on ‘change, or in his counting-room, knew that his ship was below; and the landlords, runners, and sharks in Ann street learned that there was a rich prize for them down in the bay: a ship from round the Horn, with a crew to be paid off with two years

At the communication desks of Taggart Transcontinental, a small crew kept calling for freight cars, repeating, like the crew of a sinking ship, an S.O.S. that remained unheard. There were freight cars held loaded for months in the yards of the companies owned by the friends of pull-peddlers, who ignored the frantic demands to unload the cars and release them. “You can tell that railroad to—” followed by untransmissible words, was the message of the Smather Brothers of Arizona in answer to the S.O.S. of New York.

In four months, Nagumo’s carriers had traveled more than 50,000 miles, spreading terror and devastation a full third of the way around the earth, from Hawaii in the east to Ceylon in the west. But the mileage was beginning to wear. The ships and crews had been sent on too many missions in too many directions; they had traveled too many miles with too little rest; they had been pushed to the limits of endurance by commanders who were loath to accept that such limits even existed.

Of those involved in the months-long Oso Disaster Search, I often think of the many that we did not see. We didn’t see the civilian volunteers who built the urgently needed bypass road on the south side of the slide. We didn’t see the FEMA staff who set up tents and provided incident command logistics. We didn’t see the community members who cooked and emptied their shelves to deliver shovels, gloves, and flashlights to the Darrington and Oso fire stations. We didn’t see the medical examiner’s staff who worked so hard to identify victims. We didn’t see the helicopter support crews who provided gas, service, and maintenance to keep them flying. We didn’t see the girl scout troop who prepared and delivered baskets of treats and toys for the dogs.

Sir John thought it best not to mention that the crew of the Antelope hadn’t been paid for eighteen months either.

In Middle Earth a motley crew assembles to save the world as we know it. Four hobbits, two men, a dwaft, an elf, and a wizard, too. They rambled to destroy the ring in the mountains of Mordor. Now it is you time. Dare you join this fellowship? The rules are simple. Twelve more clues will be hidden. One for each month. You have a month to solve each riddle. Plenty of time. On the full moon of each month, the next clue will be hidden. Seek it. Leave each where you found it for the next traveler. Where does this quest lead? What is the endgame? Follow and you shall find out. You must be wise, learned, disciplined, and above all, not a FROG. If you agree to join this fellowship, proceed with your first clue: MY WORDS are legend. Legends are HISTORY, My field of study. ONE BOOK only in your shire. With your strength, the book has been found, and now you must climb to the Scholar's Shrine. Four travelers begin this talle: Hlaf Elf, Troll, Halfling, and Thief. To make it to the end, you will need to build a motley crew. Find a wizard to see you through. You walk a long and winding path to find your next clue. Shall the Half Elf teache you his songs to pass the time? Perhaps that will draw an elf lord into your presence. The road is long, and the leaves do change color. You have demonstrated your strength, and your intelligence: now you must go boldly into battle. Be wise with your strategy: though it my seem like a game, there is more to the story.

SEPTEMBER 11 Fueling Relief When we finally got the clearance to drive through the checkpoints, two weeks after the World Trade Center attacks, the street was lined with New Yorkers—New Yorkers!—waving banners with simple messages. “We love you. You’re our heroes. God bless you. Thank you.” The workers were running on that support as their vehicles ran on fuel. They had so little good news in a day. They faced a mountainously depressing task of removing tons and tons of twisted steel, compacted dirt, smashed equipment, broken glass. But every time they drove past the barricades, they faced a line of fans cheering them on, like the tunnel of cheerleaders that football players run through, reminding them that an entire nation appreciated their service. In a Salvation Army van with lights flashing, we attracted some of the loudest cheers of all. Moises Serrano, the Salvation Army officer leading us, was Incident Director for the city. He had been on the job barely a month when the planes hit. He worked thirty-six straight hours and slept four, forty hours and slept six, forty more hours and slept six. Then he took a day off. His assistant had an emotional breakdown early on, in the same van I was riding in, and may never recover. Many of the Salvationists I met hailed from Florida, the hurricane crews who keep fully stocked canteens and trucks full of basic supplies. When the Manhattan buildings fell, they mobilized all those trucks and drove them to New York. The crew director told me, “To tell you the truth, I came up here expecting to deal with Yankees, if you know what I mean. Instead, it’s all smiles and thank yous.” I came to appreciate the cheerful toughness of the Salvation Army. These soldiers worked in the morgue and served on the front lines. Over the years, though, they had developed an inner strength based on discipline, on community, and above all on a clear vision of whom they were serving. The Salvation Army may have a hierarchy of command, but every soldier knows he or she is performing for an audience of One. As one told me, Salvationists serve in order to earn the ultimate accolade from God himself: “Well done, thy good and faithful servant.” Finding God in Unexpected Places

the Kabbalistic scholar Judah ben Jacob Hayyat, who left by boat from Lisbon to North Africa in 1493 with 250 Jews, wrote that after embarking they could not find a port to receive them. They sailed for four months, with few provisions. They were then waylaid by a Basque crew that took them captive, looted their property, and took them to Málaga. There they were imprisoned in the ship, while priests came aboard at the order of the bishop, to proselytize to them. After seeing that the Jews refused to convert, the bishop ordered them to be deprived of food and water until they converted. This continued for five days while city notables and priests made many visits to the ship. Close to one hundred souls apostatized in one day, but ben Jacob Hayyat’s wife died from the deprivations, as did nearly fifty others, including women and children. Ben Jacob Hayyat himself lay near death. At that point the bishop relented and allowed the ship to sail on to Fez.

On Christmas Eve, 1968, the Apollo 8 astronauts—Frank Borman, James Lovell, and William Anders—became the first human beings to see the far side of the Moon. The moment was as historic as it was perilous: they had been wrested from Earth’s gravity and hurled into space by the massive, barely tested Saturn V rocket. Although one of their primary tasks was to take pictures of the Moon in search of future landing sites—the first lunar landing would take place just seven months later—many associate their mission with a different photograph, commonly known as Earthrise. "Emerging from the Moon’s far side during their fourth orbit, the astronauts were suddenly transfixed by their vision of Earth, a delicate, gleaming swirl of blue and white, contrasting with the monochromatic, barren lunar horizon. Earth had never appeared so small to human eyes, yet was never more the center of attention. "To mark the event’s significance and its occurrence on Christmas Eve, the crew had decided, after much deliberation, to read the opening words of Genesis: "In the beginning, God created the heavens and the Earth . . . ." The reading, and the reverent silence that followed, went out over a live telecast to an estimated one billion viewers, the largest single audience in television history.

Construction of the SS Morro Castle was begun by the Newport News Shipbuilding and Dry Dock Company in January of 1929 for the New York and Cuba Mail Steam Ship Company, better known as the Ward Line. The ship was launched in March of 1930, followed in May by the construction of her sister ship the SS Oriente. Both ships were 508 feet long and had a breath of almost 80 feet and weighed in at 11,520 gross tons (GRT). The ships were driven by General Electric turbo generators, which supplied the necessary electrical current to two propulsion motors. Having twin screws both ships could maintain a cruising speed of 20 knots. State of the art, each ship was elegantly fitted out to accommodate 489 passengers and had a complement of 240 officers and crew. It is estimated that the ships cost approximately $5 million each, of which 75% was given to the company as a low cost government loan to be repaid over twenty years. The SS Morro Castle was named for the fortress that guards the entrance to Havana Bay. On the evening of September 5, 1934 Captain Robert Willmott had his dinner delivered to his quarters. Shortly thereafter, he complained of stomach trouble and shortly after that, died of an apparent heart attack. With this twist of fate the command of the ship went to the Chief Mate, William Warms. During the overnight hours, with winds increasing to over 30 miles per hour, the ship continued along the Atlantic coast towards New York harbor. Early on September 8, 1934 the ship had what started as a minor fire in a storage locker. With the increasing winds, the fire quickly intensified causing the ship to burn down to the waterline, killing a total of 137 passengers and crew members. Many passengers died when they jumped into the water with the cork life preservers breaking their necks and killing them instantly on impact. Only half of the ships 12 lifeboats were launched and then losing power the ship drifted, with heavy onshore winds and a raging sea the hapless ship ground ashore near Asbury Park. Hard aground she remained there for several months as a morbid tourist attraction. On March 14, 1935 the ship was towed to Gravesend Bay, New York and then to Baltimore, MD, where she was scrapped. The Chief Mate Robert Warms and Chief Engineer Eban Abbott as well as the Ward Line vice-president Henry Cabaud were eventually indicted on various charges, including willful negligence. All three were convicted and sent to jail, however later an appeals court later overturned the ship’s officers convictions and instead placed much of the blame on the dead Captain Willmott. Go figure….

Rachel— Is it twisted that I want to thank you for the time I’ve had with you? You’ve been nothing short of amazing throughout all of this, and I’m thankful for every moment. I know I’ve avoided answering you before, but I want to tell you why I stole you away in the first place. It had nothing to do with you, but everything to do with the men you’re associated with. They’re good men, never doubt that; but by doing their job, and putting assholes like the leaders of my crew in prison, they put their lives on the line. And when you came into the picture, it put you in my hands. We were going to use you as bait to get the leaders out, and it was my job to watch you . . . and eventually take you. Watching over you once you were here in this house had never been part of the plan, but after the four months of watching you day in and day out, I couldn’t leave you to fend for yourself here. As you’ve come to find out, I would do anything to keep you safe, and I won’t stop until I get you out of here. What will happen after tonight, I’m already prepared for and know I deserve. But I want . . . no, need you to know, I never wanted this life. I would have done anything to stay away from it, and even more to get out of it. Sometimes we just don’t have a choice. Because of who I am, and what I’ve done, I never thought I was meant to find love. Thank you for unintentionally showing me how wrong I was. Even though your heart belongs to him, loving you—even in secret—has changed my life. And if I die tomorrow, I’ll consider myself lucky to be able to die loving you. Trent Cruz I

In its first ten months of operation, the Eighth lost 188 heavy bombers and some 1,900 crewmen; those numbers would skyrocket over the next year and a half. By the end of the conflict, the U.S. air operations in Europe would suffer more fatalities—26,000—than the entire Marine Corps in its protracted bloody campaigns in the Pacific. “To fly in the Eighth Air Force in those days,” recalled Harrison Salisbury, “was to hold a ticket to a funeral. Your own.” The savagery of the air war was not due solely to the ferocity of German defenses. Early in the war, when the Air Force brass in Washington were touting the advantages of high-altitude flying, they failed to realize that the extreme atmospheric conditions experienced by the crews could kill as effectively as a Messerschmitt or Focke-Wulf. “There are apparently little things that one doesn’t think about prior to getting into operations,” commented Dr. Malcolm Grow, the Eighth’s chief medical officer. Little things like oxygen deprivation, which could cause unconsciousness and death in a matter of minutes, or extensive frostbite, caused by several hours of exposure to temperatures of 50 to 60 degrees below zero. Until early 1944, more airmen were hospitalized for frostbite than for combat injuries. As

It would take another twenty-seven years before the first government-authorized lifesaving stations were erected on Cape Cod. In all, nine stations were built from Race Point in Provincetown to Monomoy Island in Chatham. These two-story wooden structures were put up in the sunbaked dunes away from the high-water mark, thus protecting them from floods. They were painted a deep red and carried sixty-foot flags to make them easily recognizable from the ocean. The stations were manned by up to seven surfmen from August 1 to June 1 of the following year. The station’s keeper kept a watchful eye for the remaining two months. The keeper earned $200 per year for his duties while the surfmen were paid $65 a month. Each surfman, no matter how many years of service, was obligated to pass a strenuous physical examination at the dawn of each new season. Writer J. W. Dalton described the surfman’s weekly routine in his 1902 book, The Life Savers of Cape Cod: “On Monday the members of the crew are employed putting the station in order.

One study, on construction projects, found that “where a work schedule of 60 or more hours per week is continued longer than about two months, the cumulative effect of decreased productivity will cause a delay in the completion date beyond that which could have been realized with the same crew size on a 40-hour week.” In a very different industry, a software developer notes that when his staff began putting in sixty-hour weeks, the first few weeks would see much more work getting done. But by week five, the employees were getting less done than when they had been working forty-hour weeks.

Later that month, my tank driver, Chamberlain, was badly burned when, having primed the stove with petrol, he took the half empty jerrycan and laid it down behind him. Unbeknownst to him, a trail of petrol led from the stove to the jerrican, and when he threw a match on to the stove, the jerrycan blew up. His resultant injuries were so severe that he had to be evacuated and didn’t return to the crew until September.

7. To Be Brave, You First Must Be Afraid Being brave isn’t about not feeling scared. Real courage is all about overcoming your fears. There is little courage involved in setting out on a journey where the destination is certain and every step in between has been mapped in detail. Bravery is about leaving camp in the dark, when we do not know the route ahead and cannot be certain we will ever return. While I was serving in the military, I suffered a free-fall parachuting accident in Southern Africa, where I broke my back in three places. I then spent 18 months back in the UK, in and out of military rehabilitation, desperately trying to recover. It was the hardest, darkest, most frightening time I had ever known. Nothing was certain, every movement was agony and my future hung in the balance. No one could tell me whether I would even walk properly again. It had been a jump that had cost me my career, my movement and almost my life. The idea of ever jumping again was almost impossible for me to face. Yet over seven seasons of Born Survivor and Man Vs Wild, I have since had to jump out of almost every aircraft imaginable: hot-air balloons, military C-130 cargo planes, helicopters, bi-planes, old World War Two Dakotas. You name it: the list is long. And each time it is still hard for me. I never sleep much the night before, and I have recurring nightmares from my accident, which predictably surface just before a jump. It is a real mountain in my mind, one that induces a dep gnawing fear. Heart racing, sweaty palms, dry throat. But I have to force myself to feel that fear and do it anyway. It is my work. The crew on the adventure TV shows I have done know that skydiving is hard for me. And I know there will always be a hand that reaches across to my shoulder during the few moments before that plane door opens. The team know I am busy facing demons every time we go up, but it is the job, and I don’t ever want to let my demons win. Bravery is about facing up to the things we fear the most, and overcoming and conquering those fears…or at least quelling them for a while. And the greater the fear, the greater the bravery. But one thing I know for sure: it is only by doing what we fear that we can ever truly learn to be brave.

Neither Hugh Bremner nor the other 217 officers and enlisted men knew at the time that their ship was about to assume a crucial role in a highly classified search for the USS Scorpion. Three days before the navy would announce the Scorpion as missing on Memorial Day 1968, the Compass Island had received crash orders to get underway to hunt for the submarine. And it was the crew of the Compass Island that, only two weeks later, would find the wreckage of the Scorpion two miles down on the Atlantic seabed. This secret discovery in early June 1968, nearly five months before the navy officially announced that the survey ship USNS Mizar had located the wreckage on October 28, does more than expose the official navy account of the search as a coverup. The secret voyage of the Compass Island-obscured by a navy disinformation campaign, then overlooked by journalists, and finally concealed by a process of deliberate records falsification-provides a key to unlocking the truth of what really happened to the submarine and its ninety-nine men.

The new boats created unprecedented career opportunities for those already in the elite nuclear submarine force and gave migraines to personnel specialists who had to find trained crewmen. During the Scorpion's first seven years, the navy constructed and commissioned twenty-five nuclear attack submarines and thirty-nine Polaris missile boats. Each Polaris submarine had two crews of seventeen officers and 128 enlisted men. The math was brutal: The navy had to recruit and train 103 additional submarine crews during the eighty-four-month period that the shipyards were cranking out Polaris missile submarines and nuclear attack boats.

Once the last guest is gone, maintenance crews descend on each attraction. The crews perform inspections of ride vehicles and tracks based upon Disney’s daily, weekly, monthly, and yearly maintenance checklist. They look for wear and potential mechanical problems. The ride engineers and maintenance workers perform their tasks, and by the end of their shift, just mere hours before thousands descend on the parks again, the attractions are powered up and run through their paces again before any guests can climb aboard. All of this preventive and corrective maintenance equates to roughly one thousand daily hours of inspection time, on all attractions.

The fleet Dubose oversaw initially consisted of five large barges. They each carried about 8,500 barrels of oil. Each barge had a skipper and crew who lived on the craft while it traveled from port to port. The first matter of business that Dubose focused on was keeping costs down. Fuel was the largest cost the barges incurred. Rather than let the skippers fuel up the ships when they wanted to, Dubose required them to call his office when they were running low on gas. Then he would call the local ports and find the best price for gas, sending the skipper to the best location. This helped cut costs right away. The tools from Deming helped Dubose go even further. Of all the charts he learned to make, he found that by far the most useful was called a run chart. Even decades later, he’d talk about run charts as if he were discussing a cherished family pet. “The best chart out of all of them . . . is that old-fashioned run chart. It’ll tell you where you’ve been and where you’re going,” he said. A run chart broke down all the costs that a barge would incur. It had a separate category for each cost: groceries, fuel, maintenance, ship damage, and supplies. The run chart allowed you to track these costs as they shifted from month to month, letting you see “where you’ve been and where you’re going.” Dubose was taught to look for cost spikes. The reason was simple: you figured out what caused costs to spike, and you avoided it. Then you figured out what caused costs to fall, and you replicated it.

It was early spring of 1997, about five years into my career as a journalist, a day of dark skies and cold rain. Peter Diamandis and I had gotten together for the very first time at a rundown diner on the outskirts of Chinatown, San Francisco. The diner was long and narrow, and we were seated toward the rear of the room. I was sitting with my back to the building’s far corner, Peter with his back to the rest of the restaurant. And the rest of the restaurant was staring at him. For twenty minutes, Peter had been getting more and more excited while telling me about his newly launched endeavor: the XPRIZE, a ten-million-dollar competition for the first team to build a private spaceship capable of taking three people into space twice in two weeks. Already, the Sharpie had come out. There were charts on napkins, graphs on placemats, a healthy rearrangement of condiments — the ketchup marking the end of the troposphere, the mustard the beginning of the mesosphere. About the time he got loud about how some maverick innovator working out of a garage somewhere was going to “take down NASA,” people began to stare. Peter couldn’t see them; I could. Twenty folks in the restaurant, all looking at him like he was stark raving mad. And I remember this: I remember thinking they were wrong. It’s hard to put my finger on why. Part of it was a strange hunch. Journalists tend to be cynical by nature and disbelieving by necessity. The job requires a fairly healthy bullshit detector, and that was the thing — mine wasn’t going off. More of it was that I had just come from a month in the Black Rock Desert, outside of Gerlach, Nevada, watching Craig Breedlove try to drive a car through the sound barrier. Breedlove’s effort was terrestrial-bound rocket science, for sure. The Spirit of America, his vehicle, was pretty much a miniature Saturn V — 40 feet long, 8 feet wide, 6 feet high, and powered by a turbojet engine that burned, well, rocket fuel. During those long days in the desert, I spent a lot of time talking to aerospace engineers. They all made one thing clear: Driving a car through the sound barrier was a lot harder than sending a rocket ship into low-earth orbit. In fact, when I asked Breedlove’s crew chief, former Air Force pilot turned aerospace engineer Dezso Molnar — who we’ll meet again later as the inventor of the world’s first flying motorcycle — what he was going to work on when all this was over, he said, “I want to do something easy, something relaxing. I think I’m going to build a spaceship.