Monthly Archives: September 2022

Sea Surveyor was a converted coastwise passenger and freight vessel built in 1939. Before Electric Boat bought the ship in 1965, it plied the St. Lawrence River and Gulf for years and also operated between the West Indies, South America, and ports in Georgia, Texas and Florida. (Ed Bailey/AP Photo)

The red X shows where the Sea Surveyor may have gone down while en route to rendezvous with the nuclear attack submarine USS Greenling in January 1969. All 12 aboard the 118-foot Electric Boat research vessel were rescued by a passing Norwegian freighter, the Essi Kristine, after 26 storm-tossed hours in an inflatable life raft. The vessels routes are approximate and are based on coordinates noted in ship logs during the incident.

The 12 Sea Surveyor survivors arrive at John F. Kennedy International Airport in New York on Jan. 19, 1969, after their rescue. This photo was taken by United Press International. The three men at the top, from left, John Groppelli, Ernest Maxwell and Walter Banzhaf, are the only ones known to be still alive. The two at the bottom are Richard Carlson, left, the first mate, and Adrian Lane, the captain. (Courtesy of John Ruddy)

Walter Banzhaf still has the life jacket he wore when he abandoned Sea Surveyor. (Courtesy of Walter Banzhaf)

The flashlight used by Sea Surveyor crew to attract the attention of a passing freighter, the Essi Kristine. The flashlight was displayed at a banquet in Rotterdam, Netherlands, after the crew's rescue. (Courtesy of Mildred Carlson)

A diagram of Sea Surveyor appeared in an informational brochure for passengers on the ship.

In 1969, an Electric Boat research ship sank in the Atlantic, and even the survivors didnt know why.

Editors note: This story is based on recollections of Walter Banzhaf and research by Scott Ritter and John Ruddy. Ritter, The Days production manager, is the son-in-law of Richard Carlson, Sea Surveyors first mate.

The mission was routine: Sail from Electric Boat, rendezvous with a submarine, conduct tests, return home.

Twelve men from an EB research vessel did return, eventually. But they left their ship at the bottom of the Atlantic and brought back only a question: What went wrong?

Fifty-three years later the mystery remains, and one of the survivors is seeking answers. He hasnt found them despite searching for documents that have to be out there somewhere.

What he has done is resurrect a tale of peril and survival on the high seas in which he played a part. Hes lucky he lived to tell it.

And southeastern Connecticut is lucky to reclaim a chapter of maritime lore after decades in which the story was all but forgotten.

* * *

A thin crust of ice coated the Thames River on Sunday, Jan. 5, 1969, as the 118-foot ship Sea Surveyor prepared to depart from EB. There were seven in the crew, and one by one, five passengers, or observers, arrived and boarded.

Three were company employees, and two worked across the river at the Navy Underwater Sound Laboratory, a sonar research site at Fort Trumbull. Their job was to send radio signals to an antenna on a nearby submarine.

At 10 p.m. Sea Surveyor sailed, crunching through the ice as it moved south into Long Island Sound and beyond.

Twelve hours later, the USS Greenling (SSN-614) left State Pier and followed a similar course. If all went as planned, Greenling and Sea Surveyor would meet at sea and test the antenna.

The Sound Lab employees were John Groppelli, 33, of Pawcatuck, an electronics technician; and a 22-year-old electrical engineer named Walter Banzhaf.

* * *

Two years ago, Banzhaf, now 76, discovered an old pad of paper in his Simsbury home. On it was his handwritten account of Sea Surveyors end, set down just after the fact. The story broke off mid-sentence:

Two people were on watch, and

Summoning recollections from a half-century earlier, he finished the thought:

nothing was seen except waves and spray for several hours.

Between the halves of that sentence lay most of Banzhafs four years at the lab; a stint as a high school teacher; 29 years as a professor at the University of Hartford; and a lengthy retirement.

He added a few paragraphs and set the pad aside. Then, last December, he found something else: an album of photos and news stories about Sea Surveyor.

All of that stuff brought back memories, he recalled, and I said, This is a good story.

Banzhaf decided to write something for family and friends who hadnt heard the details. He produced a 28-page booklet and made 80 copies.

The enthusiastic response led to a PowerPoint presentation called We Are Very Likely to Die, which he has given several times. His next presentation will be Wednesday for the Noank Historical Society.

He also tried to learn how many of his fellow survivors were still alive. He found two: Ernest Maxwell, who lives in the Philippines; and Groppelli, now 87, who spent 37 years at the lab and is still in Pawcatuck.

* * *

The first day at sea was no fun for Banzhaf and Groppelli. Both were seasick and mostly stayed in their cabins. As the ship headed south, the wind picked up and the swells increased. Eventually, Banzhaf was well enough to have dinner, but Groppelli doesnt recall eating on the ship.

At 11:40 p.m., Banzhaf was awakened by a loud, metallic sound.

It was a big noise, a large piece of something hitting a large piece of something, he said. I dont know what it was.

Groppelli didnt hear it, but he noticed vibrations as the ships propeller rose from the water.

The captain, Adrian Lane, heard the engines speed up from his cabin and went to the bridge, where he learned the ship wasnt responding to the helm. With Sea Surveyor listing to port by 40-45 degrees, Lane ordered a life raft launched. The wind was howling.

Banzhaf heard the ships bell ring 12 times, and a chart told him that meant abandon ship. Someone was yelling for everyone to put on life vests and go to the raft.

A wave of extreme fear caused a choking feeling to impair my breathing for a moment, Banzhaf wrote.

Wearing a light ski jacket, he found the port side of the deck awash and the starboard side high in the air.

One by one, the men jumped into the raft, which was level with the port rail. Lane missed and had to be pulled from the water. Then the line to the ship was cut, and the raft started to drift.

The emergency had unfolded in just 20 minutes.

With its port side already submerged, Sea Surveyor slipped beneath the surface at 12:20 a.m. Jan. 7. Its lights were still ablaze, and for a moment they gleamed underwater in the dark.

Then they faded and disappeared.

* * *

When it was built in Canada in 1939, the motor vessel Rimouski didnt seem destined for an Atlantic grave. It spent years as a ferry on the St. Lawrence River.

EB bought the 290-ton ship in 1965 for research on underwater technology. A crane was installed to lower submersibles, hydrophone arrays were added, and oceanographic surveys were planned.

With accommodations for 16 scientists and technicians, the vessel was given a name reflecting its new role: Sea Surveyor.

Its captain had impeccable credentials. Adrian Kingsbury Lane of Noank had made a career of commanding research vessels, most recently the Woods Hole Oceanographic Institutions Atlantis, later the namesake of a space shuttle. He had also been captain of the schooner Brilliant at Mystic Seaport.

The first mate was Richard Carlson of Groton, a Merchant Marine Academy graduate and yacht designer who was working as a naval architect at EB. Rounding out the crew were two engineers, a bosun, a cook and an able-bodied seaman.

Over four years, Sea Surveyor logged 25,000 miles and completed 75 missions. The 76th ended in disaster.

* * *

Cold, wet and stunned into silence, 12 men sat in darkness in a rubber life raft enclosed by a canopy. With a flashlight, Banzhaf found a manual and started to read.

Your situation is not hopeless! it began. He wasnt cheered. Amid waves 15 to 20 feet high, he and the others passed a bucket and took turns vomiting.

There wasnt much to say, but Lane had relevant information he kept to himself: All along the East Coast, longshoremen were on strike. That meant fewer potential rescuers in the shipping lanes.

But in the early morning dark, a ship did come along, so close it almost ran over the raft. By the canopy light, the men could make out rivets on the hull. Then the vessel steamed away, its crew oblivious.

With daylight, the seasickness ebbed as the storm worsened. The wind roared when the raft was atop a wave and ceased when it was in a trough. No help arrived.

Each of us became increasingly aware that our chances of surviving were, at best, slim, Banzhaf wrote.

Darkness fell, and after 24 hours, the men spotted the lights of a distant ship, visible only when a wave crested. Crewman Stanley Olado opened the canopy and waved the flashlight.

The ship seemed to change course, and Banzhaf was told to fire their only parachute flare, which would hang in the air and mark their position.

But just before he could, the wind flipped the raft upside down, spilling most of the men into the ocean.

* * *

There are aspects of the story that remain unresolved. Sea Surveyor sent a distress call, so why wasnt the raft found by a search? Banzhaf said a 10-degree error in longitude may have been reported or heard, the equivalent of 530 miles.

A Navy report says that when Greenling notified EB the ship had failed to reach two possible rendezvous points, the shipyard did not consider it unusual. And the Sound Lab told the Navy none of its personnel were aboard.

The biggest question: What happened to Sea Surveyor? No one had any idea.

When the news broke, Groton radio station WSUB placed a long-distance call and reached Carlson, whose family has a recording of the broadcast.

The information we can give you is zilch because we dont know what happened ourselves, Carlson said with frustration in his voice. The ship simply filled up with water and sank.

Speculation filled the void. One theory was that hull plating had failed. Another was that a piece of equipment left behind during maintenance caused damage when the seas turned rough.

Three weeks after the sinking, all 12 survivors testified in a Coast Guard hearing. Lane said the ship may have struck an underwater object, but he wasnt sure. Banzhaf said the crash that woke him physically shook the vessel, yet only one or two others heard it.

On March 5, 1970, The Day reported the Coast Guard had released findings of fact that only hinted at the cause; the investigating officers conclusions were withheld. No punitive action was taken against the crew.

Banzhaf has been chasing those documents for months. Hes sent many inquiries, and The Day has also searched, but nothing has turned up.

I dont actually believe Ill ever get it, he said.

* * *

Without answers, Banzhaf may never know why he had to stare down death at a young age. In the life raft he had sad thoughts about leaving behind his wife of six months and his cats newborn kittens.

The strange thing to my recollection is I just had a whole bunch of dental work done and I said What a waste of money, thousands of dollars. Its going to lie at the bottom of the ocean. Strange how the mind works, I guess.

If Lane and Carlson had similar thoughts, they never shared them. Lanes son Chris, and Carlsons widow, Mildred, said the two, both professional sailors, were typically mum about their experiences.

Carlsons ship was torpedoed in World War II, and all he would ever say is, I went for a rowboat ride, his wife said. Lane offered little even as he hosted parties for the survivors. In a 1980 profile in The Day, he reduced his thoughts to five words:

Damn lucky to be alive.

* * *

Struggling in the water, the men somehow righted the overturned raft and climbed back in. Banzhaf tried to shoot the flare, but it was soaked. There was fear they had lost their chance to get the distant ships attention. Olado, who had held onto the flashlight, again waved it.

When a signal lamp lit up on the ship, the meaning was clear: We see you.

Soon a large freighter arrived and put itself between the raft and the wind. But the raft blew out of reach anyway. The ship then maneuvered so the wind would bring the raft alongside.

Still, waves tossed the ship so much that one minute its crewmen were in handshake distance, and the next they were out of sight. A line was dropped and the raft towed to the ships leeward side, where a cargo net was lowered.

After drifting 30 miles in 26 hours, the men happily abandoned the raft. Ten climbed the net; two, including Groppelli, were so weak they had to be carried.

They learned they were aboard the Essi Kristine of Norway, 825 feet long and carrying coal from Hampton Roads, Va., to the Netherlands. They were offered dry clothes and fortified with Scotch.

Banzhaf used the ships radio to give the Coast Guard word of Sea Surveyors fate, and the call launched a postscript to the drama.

The cutter Vigilant was nearby, en route to assist with a man overboard on the Bluenose II, a famous schooner from Nova Scotia. But the Coast Guard diverted it to collect the Sea Surveyor survivors and bring them home.

At 3 p.m. Jan. 8, Vigilant met Essi Kristine in still-heavy seas. The transfer would be by breeches buoy: One man at a time would be placed in a harness and pulled along a line suspended between the rocking vessels.

I wasnt about to do that, Groppelli said.

Neither was anyone else, and the idea was scrapped. Vigilant left empty-handed.

With that, the men settled in for a 10-day trip to Rotterdam. It was blissfully uneventful except for pingpong, dinners with the officers and a Hopalong Cassidy movie with Norwegian subtitles.

Upon their arrival, they were met by EB officials who had flown over and brought fresh clothes. A banquet was held where gifts were given and gratitude expressed.

The next day, Sunday, Jan. 19, the men of Sea Surveyor boarded a flight to New York, where the national media photographed their arrival. They quickly transferred to a General Dynamics plane for the short hop to Groton.

At Trumbull Airport, as they stepped into joyful embraces from family members, they fulfilled the most important part of their mission.

Two weeks late but alive and well, they were back home.

j.ruddy@theday.com

IF YOU GO:

Who: Walter Banzhaf, Sea Surveyor survivor

What: We Are Very Likely to Die: The Incredible True Story of the Sinking of the R/V Sea Surveyor

When: 7:30 p.m. Wednesday, Sept. 21

Sponsored by: Noank Historical Society

Read more:

What happened to Sea Surveyor? - theday.com

MUSANDAM, Oman, 16 September 2022: Six Senses Zighy Bay takes to the seas for its latest out-of-the-ordinary escapade. The recently refurbished Dhahab meaning gold in Arabic now offers one- or two-night voyages for the ultimate sea-hotel adventure.

Guests can discover the dramatic coastline and fjords of the Musandam (also known as the Norway of the Middle East) aboard a traditional, hand-crafted Omani dhow.

Once used by traders on epic voyages across the high seas, today, the dhow sets sail to the less-discovered side of Oman. From mornings exploring quaint fishing villages unaffected by the passing of time to afternoons cruising waters boasting some of the worlds most famous diving sites. The90-foot (27.5-meter) vessel features three bedrooms and ensuite bathrooms to accommodate up to six people.

Dining experience

In line with the Eat With Six Senses philosophy, meals are prepared from locally sourced organic produce, incorporating fresh catch of the day. Morning and afternoon snacks are always available, alongside breakfast, lunch, and dinner.

Guests who prefer above-water activities can tour the fjords in kayaks (both single and twin), snorkel, hand-line fish, or perfect their tubing skills, says general manager Andrew Spearman. A selection of spa treatments by seasoned Six Senses Spa therapists, as well as fitness and morning yoga classes, can also be arranged on board the Dhahab.

The voyage sails the waters around Haffa, Sannat, Lima, Charia, and Hamra, with tailor-made dive experiences to explore the colourful corals and sea creatures for novices and experts alike.

A Dhahab experience, including all meals and soft beverages, is priced from USD2,250 per person per night. Overnight Dhabab boat rental and crew without inclusions has a starting price of USD1,166 per person per night.

Six Senses Zighy Bay has also recently launched the Stay and Cruise offer, starting at USD7,250 per person. This includes four nights in the resorts Pool Villa, daily breakfast at Spice Market, and one night on the Dhabab cruise. As part of the package, guests will enjoy a private chef on board, with breakfast, lunch, dinner, and soft drinks included, alongside non-motorized water sports at no extra charge. There are many other chargeable activities available on request, from spa treatments to water skiing.

To book one of these out-of-the-ordinary experiences, please e-mail [emailprotected] or call +968 2673 5555.

About Six Senses Zighy Bay

Six Senses Zighy Bay is located on the northern Musandam Peninsula in the Sultanate of Oman. The setting of 82 village-inspired pool villas is a spectacular bay guarded by the majestic Hajar Mountains and a private sandy beach. The adventure starts with an adrenaline-charged paraglide arrival into Zighy Bay, providing a stunning birds eye view of the resort.

(Your Stories: Six Senses)

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Six Senses takes to the seas - TTR Weekly

A scene from 'Project Wolf Hunting' courtesy of TIFF

Project Wolf Hunting is an action-packed high seas adventure that pits criminals against the police against a blood-thirsty monster.

Some people say if two sides want to fight, stick them in a room together, lock the door and see what happens. Whether they talk out their differences or destroy each other, one way or the other the battle will be over. However, introducing a third party to the equation could totally change the dynamics. Perhaps the warring sides unite against a common enemy, temporarily forgetting their grievances and trying to work together to defeat the uninvited guest. In Project Wolf Hunting, a prisoner transfer with a police escort is joined by an unknown sinister force.

After the tragic circumstances surrounding an air extradition a decade earlier, the authorities commandeer a large cargo ship to transfer a group of dangerous criminals from the Philippines to South Korea. There are 20 career police detectives assigned to the mission with strict orders to stay vigilant at all times. Yet, an escape plan is put into play and the authorities prove unprepared to prevent it. Suddenly its war convicts vs. cops as the ships interiors are washed in blood. But theres something else on the ship and it doesnt care who they are its going to kill them all if it gets the chance.

The antagonistic relationship and threat of some of the prisoners is made clear early on as they take attendance and later read the cons their charges. While not all the felons are associated with the incarcerated next head of organized crime, theyre not about to protest the breakout and risk losing their own lives. The lead officer has a long history with the crooked prince and hes not going to give the ship up easily. The escape is reminiscent of Con Air, but far more grisly. Its a very bloody affair as the criminals have no qualms about butchering anyone that stands in the way of their freedom. However, the ominous shape that emerges from the ships lower depths cares even less about any of their lives.

The violence is grisly as they all use anything at their disposal against each other and their mutual attacker who needs nothing more than his bare hands. Geysers of blood gush from their wounds, painting the walls and pooling across the floor. The brutal assassins origins are hinted at before the full extent of the conspiracy behind its existence is revealed, which is an interesting extra layer to the already intense narrative. Theres no telling how anyone might die or who will survive any of the many massacres that occur over the course of two hours. But the time flies by and the conclusion may leave many viewers wishing the movie was actually a little bit longer.

Project Wolf Hunting had its world premiere in the Midnight Madness programme at the Toronto International Film Festival.

Read other reviews from the festival.

Director: Hong-sun KimStarring: Seo In-Guk, Dong-Yoon Jang and Dong-il Sung

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TIFF '22 Review: 'Project Wolf Hunting' is a no holds barred fight to the end - Digital Journal

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September has been filled with all sorts of announcements, and there have even been new games released like Splatoon 3. To celebrate 'Talk Like A Pirate Day' one other title that's now available on the Nintendo Switch is Return to Monkey Island.

Yes, this the next big entry in the Monkey Island point-and-click adventure series has arrived! It sees the return of Guybrush Threepwood, witty humour and a new art style. The critic reviews are now in, so what's the verdict? Read on to find out!

Note: Many of these reviews are for PC, we'll add some Nintendo Switch reviews in time.

Starting off with IGN, it gave the game 9/10 - summing it up as an "adventure gamer's delight":

"Return to Monkey Island expectedly comes packed full of smartly crafted puzzles, funny dialogue, and memorable characters. But as series creator Ron Gilbert returns to the series directors chair for the first time since 1991, it unexpectedly offers a lot of heart, too. It is an adventure gamers delight."

The Gamer gave the PC version 4.5/5 stars, mentioning how it was everything you could want "and more":

"Return to Monkey Island is everything I wanted and more. Daft humour with plenty of dad-worthy gags, puzzles to both frustrate and delight you, lovable throwbacks around every corner, and all while being effortlessly enjoyable. It feels like Monkey Island has fittingly come full circle with this title in many ways, and yet I cant help but be selfish and want more Guybrush from Gilbert. Theres still room in the scrapbook for more adventures, and if were lucky, maybe we wont have to wait 30 years for the next title."

GameSpot awarded it 9/10, highlighting the "fan service" for returning players:

"Returning players will adore the fan service and familiar sense of warmth that permeates the whole experience, yet it still strives to make itself somewhat approachable for beginners. There's no denying that certain elements will be lost without that decades-old connection, but having a history with the series isn't essential to enjoy Guybrush Threepwood's latest escapade. Return to Monkey Island tells a wholesome and compelling tale of swashbuckling shenanigans that should appeal to anyone seeking a hearty adventure on the high seas."

Ars Technica's reviewer said it was a must-play:

"I began Return to Monkey Island thinking this game would merely be a fun, comforting return to a classic, but I left the island believing that I'd played a refreshing and absolutely necessary gameone that employs interactivity to speak to the human spirit in ways that a film or book never could. I love Return to Monkey Island, and I'm excited for you to learn its secrets, too."

And RockPaperShotgun also loved it, noting how it did a "good" job showcasing the point-and-click genre:

"I do think it's one of the best point and click games to give someone in the year of 2022 to prove that point and click games are good. But I'm also self-aware enough myself to know I wouldn't have loved Return To Monkey Island quite as much if I didn't have a history with the series. But I do. So I did. Yo ho ho, and a bottle of fun."

Will you be adding Return To Monkey Island to your Nintendo Switch collection? Tell us down below.

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Round Up: The Reviews Are In For Return To Monkey Island - Nintendo Life

There are few things as freeing as sailing the high seas with a group of friends, singing some shanties and dancing a hearty jig. If this is the atmosphere youre interested in, then chances are youve already tried Sea of Thieves; if you havent, that should be your first port of call. However, if youre in need of a new horizon, consider looking for treasure amongst these games.

Have you ever sat and played ARK: Survival Evolved and thought to yourself, You know what this needs? Pirate ships. If so, boy, have I got news for you. Yes, it is just a reskin of ARK where they took all the cool dinos out, but what it lacks in dinosaurs, it makes up for in gameplay. Where ARK was mostly aimless, Atlas gives you a lot more direction. Building and customising your own ships from scratch, free reign to choose what weaponry, defences, and sails to bedeck your tub with. Go with friends to find where X marks the spot on your treasure map, defeat hordes of the undead, sink and loot other ships and take on the Kraken if you have more than fish guts.

Maybe treasure and travel arent your thing; maybe you want the experience of being onboard during a naval battle. In Blackwake you become part of a fleet that goes head to head in PvP with either pirates or the military, based on which side you fall on. Fire cannons and sink ships, or board them and cut your foes down with good old steel and gunpowder. Take control of a ship with friends and let your captain guide you to glory and riches.

This is a bit adrift from the main pirate theme but a bit of imagination never hurt anyone. Stranded in the middle of the ocean on a few planks, you need to scavenge resources from the surrounding water to build and survive. There may not be any epic battles but there is some modern-day treasure hunting with a metal detector, islands to explore, and giant swells to make sure youre properly seasick. Many hands make light work, and with enough friends, youll be living the good life on the high seas.

If youre still finding your sea legs and not quite confident enough to head into PvP but still want more of a focus on ship battles, then set sail in Tempest: Pirate Action RPG. Play co-op with up to three players and plunder merchant ships, fight other pirates, and deal with a mysterious cult. You will also contend with sea creatures such as the Leviathan but luckily you can eventually call on your own large octopus friend to come to your aid.

The world is your oyster in this procedurally generated co-op game, Windward is a sandbox with actual sand, well, virtual sand. Spend your time exploring, trading with various towns, completing quests and of course battling other ships. Enemies will try to relieve you of the riches you accumulate, but send enough of their ships to rest on the ocean floor and you will earn their fear and respect. Build up the towns to unlock more quests and ship upgrades to make your own man-o-war.

I might have gone overboard with the wordplay and puns, if you make me walk the plank for it then Ill happily swim with the sharks, just dont keelhaul me. Gather your crew and follow your compass wherever it might lead you. Just remember theres no room on board for cowards, savvy?

The rest is here:

5 Pirate Games You Need to Play with Friends - GameGrin

Forecast Updated on Friday, September 16, 2022, at 3:30am by WBOC Meteorologist Mike Lichniak

Today: Sunny. Highs: 78-84. Winds: NE 5-10 mph.

Tonight: Clear. Lows: 58-68. Winds: NE-E 5-10 mph.

Saturday: Mostly sunny. Highs: 80-85. Winds: SE 5-15 mph.

Saturday Night: Mostly clear. Lows: 62-72. Winds: SE 5-10 mph.

Sunday: Mostly sunny. Highs: 82-88. Winds: SE-S 5-15 mph.

Monday: Partly to mostly sunny. Highs: 84-90. Winds: S-SW 5-15 mph.

A very quiet weather pattern sets up across Delmarva as high pressure takes control for the rest of the workweek and for the weekend. The wrap up of the workweek is a fantastic one! Coming off a cool and comfortable morning, high temperatures again climb up into the 70s and 80s on this Friday. The wind starts to turn more off the Atlantic and this will start the push of higher humidity levels as we move into the weekend.

As the high eventually starts to slide off the coast, warmer air will start to move in and lead to temperatures with highs in the mid and upper 80s by Sunday and Monday. This will also begin to drive up the humidity and make things start to feel a bit more uncomfortable by the weekend as well. There are indications that this ridge of high pressure may break down enough that a weak front could bring a chance of a shower or storm into the forecast early next week. At this point, I am going to keep things on the dry side for now with indications that the heat will really build back with highs near 90 degrees by the middle of next week. A chance of a few showers and storms do actually enter the forecast by next Thursday afternoon and evening.

Also, we will have to monitor Fiona in the Atlantic. I say this because there are some indications that this storm will pass by close enough heading into next weekend that the wind may pick up a bit and the open waters of the Atlantic will be very rough with high seas and massive waves at our beach towns.

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Great Weather For a Busy Weekend of Events on Delmarva - WBOC TV 16

Different races have different needs. Call it an after-effect of culture, but every region brings a typical thought process and sentiments. We often imbibe our homes with these views; why not commission a multi-million yacht or catamaran the same way? Perhaps with this idea in mind, Karen Nguyen from the Delft University of Technology used her thesis to study a superyacht concept perfectly adapted to the future Chinese elite. The result is an eye-catching catamaran concept Rn, a 223-feet vessel with a remarkable beam of 27 m created in collaboration with Guido de Groot Design.The key word here is Chinese elite, which gets onboard this multihull superyacht amenities catering to the designers fictional client in mind. She is a 34-year-old go-getter, married with kids and billions in the bank. Having reached a peak in her career, her new goals are to focus more on her children, educate the next generation, and help society. The Rn catamaran would have an office, onboard laboratories, research areas, and a touch-and-go helipad. With work and business conducted onboard, relaxation and respite are also must-haves.

As far as philanthropic endeavors are concerned, the superyacht will be equipped with oceanographic research and helping with disaster relief efforts during typhoon season. There will be available drones, helicopters, and rescue tenders for rescue missions. A dedicated health deck, beach club, and even a garden will provide solace on the high seas. Keeping the Chinese psyche in mind, Karel Nguyen rendered Rn with a large galley to emphasize the importance of food in Chinese culture. Compared to other yachts, Rn flaunts fewer open-air spaces and activities, as the Chinese avoid too much sun exposure. Both private and public spaces would be ideally located on the principle of Feng-Shui.

Among other noteworthy features on the stylish Rn catamaran is accommodation for ten guests and 40 crew. Large entertaining areas would allow 40 guests to be hosted for dinner, rising to 100 for an evening drinks reception. These characteristics are definitely hard to find on a yacht made by a German shipyard which makes the Guido De Groot Design ideal for a Chinese Richie Rich.

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This 223 feet long superyacht concept has been specifically designed for a self-made Chinese billionaire in her 30's - Created on the principles of...

Four ships of the Continental Navy slowly coasted along the eastern seaboard of England. Led by John Paul Joness Bonhomme Richard, the Alliance, Pallas, and Vengeance moved with the slight south-westerly wind.

Jones and his small squadron had been hunting British ships for months with middling success, capturing a few prizes, including the sloop HMS Drake. But he had made enough of a disturbance to put the English citizens in an uproar about their coasts vulnerability. His crew inflicted this fear when it invaded Whitehaven, a small port town on the west coast of Scotland (where he had grown up and began his maritime career).

It was September 23, 1779, precisely 17 months after that invasion and capture of the Drake. Jones was eyeing for something bigger: a real prize and chance at glory. He was awaiting the return of Britains Baltic Fleet, dozens of merchant ships carrying large holds of supplies. As the afternoon wore on, a yell came down to the quarter deckthe fleet had been spotted. Before Jones could give the command of General Chase, the other captains had set off toward the prizes.

Among the Baltic Fleet, Capt. Richard Pearson of the HMS Serapis, a 44-gun warship, received word that Pirate Paul Jones, as he was now known among the British, had been spotted in the area. Pearson commanded his ship along with the sloop, Countess of Scarborough, to place themselves between the defenseless merchant ships and the four incoming ships. Pearson, a decorated 30-year veteran of the high seas, had plenty of experience in maritime warfare. It would fall to him to dispense with this American pest of the Royal Navy, by sending him either to the bottom of the North Sea or to the gallows in London.

The ships of the Continental Navy moved incrementally against the current and toward their targets, the nearly negligible wind hardly helping. Jones watched in frustration as the merchant ships headed closer toward land and the cover of guns at Scarborough Castle. His plan had been to cut them off and seize their assets. He quickly shook off his frustration when he noticed a ship with yellow topsides moving in his direction. It was the Serapis, with the Countess of Scarborough tailing closely. Glory was not waiting. It was heading right toward him.

Just as evening broke, Beat to Quarters was called out from the Continental quarter deck. Drums began tapping in a rhythm symphonically offset by the sailors yelling and running along the decks. Commanding officers and their men hustled toward the 40 guns assembled in the gun room, gun deck, and quarter deck. Marines were stationed and armed along the gun deck as well. Jones instituted a common ploy, and something that would delay Pearsons attacka British flag had been raised at the mast.

Slightly undergunned and armed with old French cannons, the slower Bonhomme Richard would be the underdog in this fight. Luckily for Jones, he enjoyed a 2-to-1 ratio with his four ships to the Royal Navys two. Perhaps this fight would tighten the camaraderie that had been missing between him and his subordinate captains. The thick of battle always bonded men in ways nothing else could. He would prove that he was a captain worth listening to and worth following into battle. As he neared the enemy, and as day turned to dusk, however, he noticed his other three ships had disappeared. Whether they lost sight of the Bonhomme Richard, took off after the dozens of merchant ships, or chose to abandon Jones, no one knows for certain. Regardless, his advantageous ratio had just been flipped.

Jones gave the command to Form Line of Battle. He would never conceive of running, and even if he had, his old refurbished merchant ship wouldnt stand a chance of outpacing the British man-o-war. He looked west at Flamborough Head where its white cliffs jutted 400 feet above the sea. As the sun lowered behind the cliffs, a Harvest Moon began to tower over the Atlantic.

The two ships were close enough for the opposing captains to hail each other. According to Nathan Fanning, a midshipman aboard the Bonhomme Richard, the sea was perfectly smooth. The climate was opportune for conversation. What ship is that? Pearson called. The sailing master followed Joness command and yelled back, Princess Royal. Where from? The long hesitation confirmed Pearsons suspicions: Tell me instantly from whence you came, or Ill fire a broadside into you!

At approximately 7:15 p.m. and 25 yards distance, the two captains could delay no further and fired nearly simultaneously, cannonballs ripping through the ships. The Battle of Flamborough Head had begun.

Upon firing the second round, one (perhaps two) of the 18-pounder cannons in the gun room exploded, leaving soldiers dead and mangled, along with a gaping hole on the starboard side of the Bonhomme Richard. Jones had six 18-pounders altogether, but now they had proven too dangerous to use. He would be forced to fight a faster, more heavily armed ship without his largest cannons.

In an attempt for better maneuverability, Jones, being windward, stole the wind from the Serapis and moved quickly ahead of her, an aggressive move typical of British officers. Joness maneuver turned into a tactical opportunity for Pearson. Ware ship! the British captain yelled. The helmsman of the Serapis spun the wheel as its port side raked across the stern of the Bonhomme Richard, cannon blasting away into the glass and artwork on the rear of the American ship. Within the first 20 minutes of the battle, 22 of the 25 marines on the poop deck of the Bonhomme Richard were dead.

[The Serapis] made a havoc of our crew. Men were falling in all parts of the ship by the scores, Fanning would later write.

As Pearson sailed past Jones, his cannons continued firing, doing much damage, including below the waterline. Now being windward, he decided to move his faster ship around the Bonhomme Richard. He would do to the enemys bow what he had done to its stern. The wind, however, stopped, leaving the Serapis in a precarious position and Jones with the advantage. His bow slowly closed upon the Serapiss mizzenmast near the ships stern. Continental sailors armed with pikes and pistols began tossing grappling hooks to begin boarding the enemy ship. Using the bowsprit as a bridge proved fruitless as the British fired at those attempting to board, while cutting the ropes of the hooks. Jones immediately called off the attack.

The Serapis fired away again with deadly force. The Bonhomme Richard was now taking on more water than the pumps could keep up with. Every deck of the ship was awash with blood and carnage. If Jones did not strike his colors or employ an immediate and overwhelming maneuver, he and his men would be doomed to the depths of the ocean. While both captains hoped to conduct a final maneuver to end the battle, the wind abandoned the sea, leaving the two ships on a slow collision course. The timing could not have been better.

The bowsprit of the Serapis lodged into the mizzen rigging of the Bonhomme Richard. Jones knew a miracle when he saw it. He rushed up the ladder to the poop deck, made fast the line to the mizzenmast, and called to the sailing master for a larger rope. He would tie the two ships together by lashing a rope around the enemys jibboom, the extended piece of the bowsprit, and his mast. The sailing master began swearing, due to either the brilliance or the insanity of the idea. Jones, experiencing the height of adrenaline, casually joked, Its no time to be swearing now. You may by the next moment be in eternity, but let us do our duty.

Pearson countered by dropping anchor in hopes of pulling the two ships apart and allowing his cannon to finish the job. The anchor secured into the ocean floor, but the two ships remained together. By the time the jibboom snapped under the pressure, the sailors had secured their grappling hooks. The single advantage the Bonhomme Richard had over the Serapis was its height, and the marines played to the advantage, picking off British sailors who ventured to attempt axing the ropes. While the two ships faced each other in opposite directions and marines continued their sniper fire, below decks the cannonade raged on.

Word from the merchant sailors had obviously spread to the locals that the Pirate Jones had been cornered. Atop Flamborough Head, British citizens gathered under the spotlight of a full moon to watch this maritime dance.

As the two ships struggled against each other and sailors and marines shot across the bows, scrambled to put out fires, and worked to keep their ships from sinking, another ship joined the fray. To the chagrin of not only the British, but to Jones and his entire crew, the Alliance, captained by Frenchman Pierre Landais, finally arrived. Jones and Landais had fallen out with each other a month prior, with Landais actually challenging Jones to a duel. For some perplexing reason, perhaps because of his disdain for Jones, Landais ordered grapeshot into both ships, and the second round into the Bonhomme Richard. The friendly fire, or perhaps not so friendly, resulted in casualties aboard the American ship. Almost as soon as Landais had arrived, he was gone, leaving the Americans worse off than before his arrival.

The damage to the American ship was overwhelming. She was in such poor condition that the British prisoners, approximately 100, were released to help stave off her sinking. John Gunnison, the ships carpenter, and Henry Gardner, the gunners mate, agreed that the Bonhomme Richard was lost. Rushing above deck, they could not find Jones and saw the ensign missing on the taffrail. Jones must be dead. Gardner, not able to locate the first lieutenant, cried quarter.

Captains Jones and Pearson heard the cry, but with very different responses. Jones, in a rage at Gardners gall, tried to shoot him, but had spent his last ball, so he threw his pistol at Gardners head, knocking him out. Pearson yelled out, Have you struck?

Jones wanted to make his position as clear as possible. The glory of this battle would not end with such a whimper, and Jones would not see himself finished before a British court and the end of a rope. Jones announced to Pearson, as well as to his own men and prisoners: I have not yet begun to fight!

Shortly after, the Alliance came by again to fire grapeshot across the bows of both ships. The American sailors screamed and cursed at the French captain as he again sailed away. In the distance, however, one of Joness ships was performing her duty. The Pallas, captained by Frenchman Denis Cottineau, defeated the Countess of Scarborough.

The rifle and cannon fire continued as sailors and marines improved their positions on the riggings of the mast. One sailor, William Hamilton, climbed across one of the mainyards carrying a match and a bag of grenades. It didnt take long for his aim to strike true. He tossed a grenade into an open hatch of the gun deck. The grenade blast created a chain reaction of explosions. Hamiltons perfect toss had destroyed cannons, killed soldiers, and provided the final straw. Pearson climbed to the quarterdeck, identified Jones, who was hunched over a nine-pounder, and yelled out: Sir, I have struck! I ask for quarter!

Astonished and relieved, Jones required he pull down his ensign first. Before the fighting had begun, Pearson had actually nailed a red Royal Navy flag in place of the white flag bearing the St. George cross. It had been a statement of no surrender. With perfect and rather symbolic timing, the 150-foot mast of the Serapis could bear its weight no longer, and it toppled, crashing into the ocean.

As battered as the Serapis was, the Bonhomme Richard was in worse condition. Jones had hoped to save her, but the attempts to keep her afloat and lead the Serapis to port would prove impossible. Throughout the night and following day, both crews worked to make the British warship somewhat seaworthy. On the evening of the 24th, the Americans boarded the Serapis and watched the next morning as the Bonhomme Richard sank to the ocean floor.

Before the Americans left the Bonhomme Richard, however, Jones finally got the chance to relish what he had sought for so long: an official surrender ceremony. Pearson surrendered his sword to Jones. Sir, you have fought like a hero, Jones told the British captain, and I make no doubt that your sovereign will reward you in a most ample manner for it.

Jones would be correct on both accounts: Pearson had fought like a hero, and King George III would knight him for that fight.

Jones would be presented with a gold sword by Louis XVI and given the title of Chevalier. Joness lore would live on in America, though for a very short time. Congress formally thanked him, along with five generals, in a 1781 resolution for his contributions to the Revolution and had a gold medal struck bearing his likeness.

At wars end, he would venture back and forth from the new nation to old Europe, particularly Paris. After the Revolution, the Continental Navy was scrapped. America would not establish a navy until 1794. Jones was a sea captain looking for work. He became a rear admiral for Catherine the Great of Russia, but his time with the Russians did not go well.

Joness health began to fail him from the massive tolls it took during his captaining years. On June 5, 1794, the first officers were appointed to the U.S. Navy, one of them being Richard Dale, Joness first lieutenant aboard the Bonhomme Richard. Jones would not be on the list, for on July 18, 1792, at the age of 45, alone in his Paris apartment, he would succumb to his poor health. He was buried in the great French city and was all but forgotten by his adopted country.

More than a century later in 1905, the American ambassador to France, Horace Porter, a retired Civil War general, found Joness grave after seeking it for four years. Congress then approved $35,000 to exhume the body and bring it back home.

I felt a deep sense of humiliation as an American citizen in realizing that our first and most fascinating naval hero had been lying for more than a century in an unknown and forgotten grave, Porter stated.

Under the direction of President Theodore Roosevelt, Jones would be buried in a specially built chapel at the United States Naval Academy in Annapolis, Maryland.

During that occasion, Roosevelt gave a speech and stated, Every officer in our Navy should know by heart the deeds of John Paul Jones. Every officer in our Navy should feel in each fiber of his being an eager desire to emulate the energy, the professional capacity, the indomitable determination and dauntless scorn of death which marked John Paul Jones above all his fellows.

Sadly, it took more than a century to honor Jones in the way respectable of one considered to be the Father of the American Navy and one who has inspired countless naval officers and seamen. But it was finally done, and it did not end with the reinterment of his body.

In 1909, Congress approved $50,000 for a memorial to Jones on the National Mall. It would be dedicated three years later by President William Howard Taft and unveiled by Admiral George Dewey, a hero of the Spanish American War. Jones is remembered perfectly by being in repose at the home of the nations finest naval academy, surrounded by future naval heroes. The inscription on that tomb could not better express his impact on Americas Navy and the importance of the Battle of Flamborough Head: He gave our Navy its earliest traditions of Heroism and Victory.

This article was originally published in American Essence magazine.

Excerpt from:

How a Sea Captain Won a Dramatic Battle in the Revolutionary War and Became the Father of the American Navy - The Epoch Times

Todays chart is best viewed full-screen. Explore the high resolution version by clicking here.

Sailors have been circumnavigating the high seas for centuries now, but what could be found beneath the sunlit surface of the ocean remained a mystery until far more recently. In fact, it wasnt until 1875, during the Challenger expedition, that humanity got its first concrete idea of how deep the ocean actually was.

Todays graphic, another fantastic piece by xkcd, is a unique and entertaining look at everything from Lake Superiors ice encrusted shoreline down to blackest, inhospitable trench (which today bears the name of the expedition that first discovered it).

The graphic is packed with detail, so well only highlight a few points of interest.

Deep in Siberia, abutting a mountainous stretch of the Mongolian border, is the one of the most remarkable bodies of water on Earth: Lake Baikal. There are a number of qualities that make Lake Baikal stand out.

Depth: Baikal, located in a massive continental rift, is the deepest lake in the world at 1,642m (5,387ft). That extreme depth holds a lot of fresh water. In fact, an estimated 22% of all the worlds fresh water can be found in the lake.

Age: Baikal (which is listed as a UNESCO World Heritage Site) is estimated to be over 25 million years old, making it the most ancient lake on the planet.

Clarity: Interestingly, the water in the lake is exceptionally clear. In winter, visibility can extend over 30m (98ft) below the surface.

Biodiversity: The unique ecosystem of Lake Baikal provides a home for thousands of plant and animal species. In fact, upwards of 80% of those species are endemic, meaning they are unique to that region.

Since 1964, a hard-working research submersible named Alvin has been helping us better understand the deep ocean. Alvin explored the wreckage of RMS Titanic in 1986, and helped confirm the existence of black smokers (one of the weirdest ecosystems in the world).

Though most of the components of the vessel have been replaced and upgraded over the years, its still in use today. In 2020, Alvin received an $8 million upgrade, and is now capable of exploring 99% of the ocean floor.

We know more about the surface of Venus than the bottom of the ocean. The potential for discovery is huge. Anna-Louise Reysenbach, Professor of Microbiology, PSU

The deepest point in the ocean is the Mariana Trench, at 11,034 meters (36,201 feet).

This trench is located in the Pacific Ocean, near Guam and the trenchs namesake, the Mariana Islands. While the trench is the most extreme example of ocean depths, when compared to surface level distance, its depth is shorter than Manhattan.

Obviously, the context of surface distance is wildly different than vertical distance, but it serves as a reminder of how narrow the explorable band of the Earths surface is.

The ancient Greek word, byssos, roughly means unfathomable, bottomless gulf. While there is a bottom (the abyssopelagic zone comprises around 75% of the ocean floor), the enormous scale of this ecosystem is certainly unfathomable.

Objectively, the abyssal plain is not the prettiest part of the ocean. Its nearly featureless, and lacks the panache of, say, a coral reef, but there are still some very compelling reasons were eager to explore it. Resource companies are chiefly interested in polymetallic nodules, which are essentially rich manganese formations scattered about on the sea bottom.

Manganese is already essential in steel production, but demand is also getting a substantial lift from the fast-growing electric vehicle market. The first company to find an economical way to harvest nodules from the ocean floor could reap a significant windfall.

Demand for resources can force humans into some very inhospitable places, and in the case of Deepwater Horizon, we chased oil to a depth even surpassing the famed Marianas Trench.

Drilling that far below the surface is a complicated endeavor, and when the drill platform was put into service in 2001, it was hailed as an engineering marvel. To this day, Deepwater Horizon holds the record for the deepest offshore hole ever made.

After the rigs infamous explosion and subsequent spill in 2010, that depth record for drilling may stand the test of time.

Originally posted here:

Mapped: Countries With the Highest Flood Risk - Visual Capitalist

Before and after: no expressions can be more commonplace, yet none, when you come to think about it, can be more perplexing. Imagine you are standing in a queue. There are people standing ahead of you; they arrived before you did, and are that much closer to the future towards which we are all shuffling. Then there are people behind you; they arrived after, and are that much further away. The former came early; the latter came late. Perhaps, if we were to enlarge the scale of our metaphor, we could imagine generations queuing up like this. There are people of your generation, lined up in a row. Ahead, in serried ranks, lie the generations of your forebears. Behind lie generations to come, preparing to make their way. Not all of these people, of course, may still, or yet, be alive. But even those who have passed, as we say, continue to cast their shadows over their followers, just as those who have yet to be born will emerge in the shadows of our own generation. But heres the puzzle. For we are just as likely to say, of ancestral generations, that they lived in times past, and of descendant generations, that they will be the denizens of times future. The generations ahead of us, whom we had followed, are now behind; those behind, who had followed us, are now ahead. Before and after, it seems, have switched places. What can account for this curious reversal of fortune?

The answer seems to lie in a certain switch of perspective. The first perspective, which sees ancestors ahead and descendants behind, is taken from a position in the queue. Like everyone else, you are shuffling along through life, measuring out your days in steps towards a future which, like a spatial horizon, nevertheless recedes as fast as you approach it. But now suppose that you turn around, through 180 degrees. The people who once went before you are now at your back, while you now find yourself face-to-face with those who were once following after. The future, which had formerly stretched away into the distance, along ancestral paths, now appears to be heading, on a collision course, straight towards you. Meanwhile the ancestors, upon whom you have now turned your back, recede ever further into the past. Their time is over. The very act of turning, then, stakes a claim for the present. There is no present in the ever-moving queue, only the futures past. The present is a hold-up, an attempt to arrest the passage of time. But no generation can hold its ground indefinitely. Eventually, the press becomes too great, and it is either pushed aside or forced to move on, to make way for the next generation that promptly does the same, turning its back on the one preceding only to face its own successor. The moment it turns, it takes the stand of a new present. History, then, reappears as a punctuated series of turning points, each a present moment.

To join the queue is to observe a tradition. The proper meaning of tradition is not to live in the past but to follow those who have gone before you into the future. You may be retracing old ways, but every tracing is an original movement to be followed in its turn. It is the same with storytelling, in which every tale picks up the threads of previous narrations and pulls them through, in a looping movement, into current life. Strictly speaking, then, to turn your back on tradition is not to relinquish what is already past. It is rather to deny the promise that tradition offers for the future. In other words, the pastness of tradition is not given a priori, but is produced in the very act of turning that stakes a claim to the present. This same turnaround, moreover, creates a future which, from the perspective of those still following traditional ways, is nothing if not backward-looking, sacrificing the possibility of ceaseless beginning for the finality of predetermined ends. We see this in education when the teacher, instead of inviting her students to follow in a gesture of companionship, turns to face them in a posture of instruction. We see it in architecture and design, which aspires not to resume the ever-unfinished work of predecessors but to cast the future as a project for the next generation to complete or discard. And we see it in a science that proceeds not by following the ways things are going but through cycles of conjecture and refutation.

Such is the way of modernity. It is a way that measures time by the clock. Why, after all, does the clock tick? Its revolving movement, driven by the vital force of the spring, which wants always to unwind, or the weight of the pendulum as it gravitates to earth, is periodically stopped on the cog of an escapement wheel by a ratchet, only to be released again. The tick we hear is the sound of the ratchets engagement with the cog. And the measured time of the clock lies not in the unwinding of the spring but in the series of stoppages, each marked by a tick. So, likewise, do generations mark time by converting its onward movement into a punctuated series of escapements. With life as with time, the flow becomes a stutter. When life escapes, the entire series shifts by one notch. The foregoing generation, far from moving on into the future, vanishes into the oblivion of the past; while the generation to come, freed from the discipline of instruction, design, and conjecture to which it had once been subjected, pivots to take its place in the present, inflicting its own discipline on its successor. Thats why there is such a compulsion to replace the old with the new: it proves that time is passing and that history is being made. Nothing catches the modern imagination more than the idea of step change. Thus does every present generation, having turned its back to the past, take its place as a gatekeeper to the future.

This future, in the eyes of the present, figures less as a path to be followed than as a problem to be solved. Had it already been solved by preceding generations, now consigned to the past, there would be nothing for the present to do. They would have only to fall into line with a project mapped out for them in advance. Such compliance would amount to the renunciation of any future they could call their own. The presents ownership of the future, therefore, depends on the assumption that the past got it wrong. This is the default assumption of the modern age: that the road from the past is paved with mistakes. We always know better than they did. Yet the inevitable implication is that our present solutions will, in due course, turn out to be equally misguided. And while the generation that proposes these solutionsthat is, our generationwill pass, the effects of their imposition can linger, as have the impositions of generations preceding ours, leaving long-lasting scars not just on hearts and minds but on the world around us. Every generation, then, is fated to live among the ruins of outmoded futures. And although the predicament of coming generations will be no different, in principle, from ours, and ours no different from that of our predecessors, todays present is perhaps without precedent in the sheer scale of ruination it is bound to confront. Never before have solutions for the future, inflicted by our immediate antecedents, wreaked such destruction on the conditions of earthly life.

Can there be any respite from the cataclysmic chain of ultimate solutions that generation after generation has inflicted on the planet, all in the name of progress? So long as we seek to shape a future perceived as coming towards us, by projecting our designs onto a world our successors are about to enter, the answer can only be no. We would be fated to the endless stuttering of the escapement mechanism. Stuttering, after all, is not a sign that progress is faltering; it is rather the way progress works, by serial replacement. Why else, along with the clock, are its iconic instruments the bulldozer and the crane? The bulldozer clears the ground of the traces of past interventions, leaving none to pick up and follow; the crane lifts new ones into place from above. If any traces remain of what has gone before, they are to be preserved as heritage. Preserving the footsteps of predecessors ensures, in effect, that we cannot ourselves walk in them. It is as though with every step, far from picking up ancestral trails and carrying them on, we roll out a new layer over the old, marked up with its own inscriptions. With each new layer, those already laid, if not obliterated, sink further into the past, never to come up again. Thats why the other side of progress theory is antiquarianism. A land of sedimented pasts can be excavated with impunity, since it can have no bearing upon a future for which it serves only as an inert substrate.

This is not, however, the only side-effect of the layer-by-layer theory of progress. Etymologically, the Latin verb generare, meaning to beget, has bequeathed the concepts not only of generation but also of race. But only since we have come to think of generations of humanity supplanting one another like layers in a stack, each of progressively superior stock, has the idea of race been freighted with the toxic connotations it has today. It was not always thus. Originally, race meant lineage, house, or kindredpeople who could trace descent from a common ancestor, along a line of begetting and being begotten. Here, each generation issues from the one before, and into the one after, prolonging the former and anticipating the latter in a linear flow of vitality not unlike that of a running river from its headwaters to the sea. Like the river, the lineage flows downward. But generations, in their modern incarnation, stack upward, as each is slated to supplant it predecessor. Here, the life of each generation is expended in the present it has claimed as its own. No wonder the idea of indefinitely extending the life-span is so popular among those who consider themselves the smartest and most successful humans ever! Such an idea is only thinkable within a paradigm of human evolution that attributes advance to a ratchet mechanism which notches up superior variations while consigning the inferior to extinction. The concept of race, in its modern incarnation, is a specific pathology of this paradigm of human generational history, writ large.

Such a perverse conclusion is not inevitable. There is an alternative, which is to think differently about time and generations. It is to respect the wisdom of ancestors rather than working tirelessly to refute it. What if we were to cease pivoting on the present, and to look for guidance instead to those who have gone before? We and they would then be facing in the same direction, rather than back-to-back. In overlapping our lives with theirs, we could work together with them, not against them, to find a path forward. The alternative, in short, is to reclaim the way of tradition. Critically, this is not a recipe for conservatism. People who continue to follow their ancestors are not backward. All too often, the belief that they are stuck in the past, left behind by history, has been adduced to justify the colonization of their lands. It is a belief that comes, as we have seen, from putting tradition behind us. To join with tradition, facing frontward, promises otherwise, to open a future that, far from converging on any projected end, is indefinitely renewable. This is what it means to say of the future that it is sustainable. A sustainable world affords the possibility for life to carry on, forever. This is not to substitute long-term for short-term solutions. Only in the rearward view of a pivotal present can time appear as a nested series of scales. Genuine sustainability cannot be balanced on any scale, for every moment contains within itself the promise of eternity.

The progressive view of the present generation, as one that casts its projects retrospectively upon an imagined future, while relegating its forerunners to a discarded past, is easy to state but hard to dislodge. While in human history it is more the exception than the rule, it is so deeply embedded in the modern constitution that shifting it will require a wholesale reorientation of our approaches to education, design, and science. In education, the responsibility of the teacher would no longer be to articulate a new world, and to regulate students access to it, but rather to introduce them to an old world, allowing them to renew their lives in the very course of following its ways. This is not about the transmission of knowledge, from one generation to the next, but about the growth of wisdom in intergenerational collaboration. In design, it would mean a way of working best described as composition, by comparison with musical works. The designer-composer may be avant-garde, in the forefront, not however because their work is innovative, unlike anything that has gone before, but for precisely the opposite reason, because it is hyper-responsive to the voices of fellow creatures, and answers to their calls. In science, it would mean a procedure not of conjecture and refutation, as required by the logic of positivism, but of opening up to things, as they open to us, by joining with them and following their lead. Science, then would not educate us about the world; it would be the way the world has of educating us.

We cannot leap-frog our way into the future, or jump the queue. There is something illusory about the conceit that we can plan the future from the standpoint of the present, whether in terms of the educational curriculum, the designs of architecture, or the predictions of science. This is because the direction of projection is contrary to the flow of life. It amounts to a hold-up, which can only be broken by shelving the project and installing another in its place. Projection, in this regard, is the precise opposite of storytelling, in which the story and the life of which it tells are oriented in the same direction. To live the story is not to pivot on the present but, at every moment, to follow the thread of the futures past. It means acknowledging that we are ever behind where we will be, and where others have already been. A sustainable future lies before us, if only we are prepared to keep our eyes on the way ahead, and learn from the lore of those who have gone before. We are like mariners on the high seas. The mariner knows fore from aft, bow from stern, and ploughs a course through the ocean guided by currents, winds, the sun and moon, stars and seabirds. What sensible mariner would place his aft in the future and his bow in the past? Yet this is what we do, whenever we project futures for ourselves. Its no wonder, then, that we have lost our way.

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The Turn of the Present and the Futures Past - Architecture - E-Flux