The home improvement site used an algorithm to comb through Instagram posts tagged #offgridliving, focusing on posts with location data, to identify where off-gridders are congregating.
Off-grid living involves disconnecting from the electric grid and pursuing an independent lifestyle without relying on municipal services like water supply.
Not all off-gridders are showcasing their life on social media, HomeAdvisor acknowledges, but the #offgridliving hashtag is a good place to go “hunting for signs of life” in the off-grid community, the company said.
Motivations of casual off-gridders vary but generally include wanting to “get away from it all for a while” and lead an “eco-conscious life,” HomeAdvisor wrote.
Here, in ascending order, are the 10 most popular US states for off-grid living, according to HomeAdvisor.
Editor’s note: The legality of living off-grid can vary by county within a given state, so be sure to check local laws if you’re thinking of going off-grid.
10. New York
ercentage of #offgridliving posts: 3.46%
Off-grid tip: Diane Vuković, an author and writer for the blog Primal Survivor who regularly updates a list of off-grid laws relating to water, electric, and waste in each of the 50 states, deemed New York “one of the strictest” when it comes to regulations.
“However, this does not mean it is impossible to go off-grid in New York,” she said. “It just means that you will likely have to do a lot more research to find a place where off-grid living is allowed and get numerous permits, licenses, and inspections.”
Off-grid tip: The Earthship Biotecture in Taos, New Mexico, is an off-grid community that has made headlines over the years for its eye-catching designs. Founded by Michael Reynolds in the 1970s, it consists of self-sufficient, solar-powered homes and buildings made with upcycled material like car tires and glass.
Off-grid tip: Utah Homestead Properties, a brokerage specializing in self-sufficient homes, highlights Utah’s vast wilderness, affordable real estate prices, and “independent, self-sufficient mindset” as reasons why the state is a great place to set up an off-grid life. The arid climate and extreme temperatures require off-gridders to get creative about heating and cooling, but there are “lots” of builders in the state that understand how to work around these challenges, the company writes on its website.
Off-grid tip: Alaska’s microgrid laws are “very progressive,” Vuković wrote for Primal Survivor. “However, off-grid solar may not be feasible in many areas of the state where there isn’t much daylight during winter,” she added.
Off-grid tip: “Although unplugging from public utilities isn’t practical everywhere, the mild temperatures; abundance of sunshine, wind, and rain; and fertile soil make Hawaii an attractive place to go off grid,” LiAnne Yu wrote for Hawaii Business magazine in November 2017.
The Big Island, or Hawaii Island, is home to several established off-grid communities. “Living off the land here is a way of life,” Sean Jennings wrote of the Big Island on his blog Homesteadin’ Hawaii.
Off-grid tip: One of Oregon’s notable off-grid communities is the gated Three Rivers Recreation Area. Spanning 4,000 acres near the Metolius River arm of Lake Billy Chinook, it comes with its own marina and airstrip. It is home to 600 properties and between 75 and 80 full-time residents, according to Cascade Sotheby’s International Realty.
Off-grid tip: In 2019, early retirees Steve and Courtney Adcock settled down at an off-grid home in the Arizona desert powered by solar. “Residential solar energy systems aren’t cheap, but they are game-changers,” Steve wrote in a blog post. “Solar power systems save money in the long run, include a tax credit in the US and, of course, it’s clean energy. We love not having an electric bill.”
Off-grid tip: A popular Colorado destination that draws a steady steam of novice and veteran off-gridders is San Luis Valley in Alamosa County, Tom McGhee reported for The Denver Post. “Mountains carve the sky in all directions, and the promise of cheap land and life beyond the confines of civilization lures many. It is dream land beyond the reach of electricity and other infrastructure considered necessary by most,” he wrote.
“If you live in Los Angeles, San Francisco, or San Diego, you may well have an off-gridding Instagram-user right next door,” HomeAdvisor wrote of the most popular state for off-grid living, according to its report.
HomeAdvisor describes the #offgridliving asethetic as a happy medium between a plugged-in life and homesteading. “You’ll still find baskets of eggs, but they’re surrounded by bushcraft knives, off-road vehicles, and ornate water filtration systems,” the company said.
In response to a question about whether Tehran would free Iranian-American father and son Baquer and Siamak Namazi, Zarif said on September 21 that the only way for him to have influence on the courts is through a swap for Iranians he claimed the United States is holding unjustly.
“Let’s not put one person in front of another. Let’s do a universal deal. I repeat, we can exchange all prisoners, period,” he said.
Washington has long demanded that Iran release U.S. citizens including Baquer and Siamak Namazi, who were jailed in 2016 and 2015, respectively.
Baquer Namazi, the former governor of Khuzestan Province under Shah Mohammad Reza Pahlavi, was arrested during a trip to Iran to see his imprisoned son.
The United States has exchanged prisoners with Iran before. Navy veteran Michael White, detained in 2018, returned home in June as part of a deal in which the United States allowed an Iranian-American physician Majid Taheri to leave to Iran.
In December 2019, Tehran freed U.S. citizen Xiyue Wang, who had been held for three years on spying charges, in a swap for Iranian Massoud Soleimani, who faced charges of violating U.S. sanctions on Iran.
Tehran denies it holds people on political grounds, and has mostly accused its foreign prisoners of espionage.
As Lt. Col. Mike Drowley says in his TEDx Talk, he’s an attack pilot, but he sees himself as also being a Marine rifleman, Army infantryman, and Navy SEAL, because when he’s flying in support of those people, he has to fly like its his own boots on the ground, his own face catching the heat and shrapnel from enemy artillery. And he wants to spend 15 minutes describing that world for you.
There Are Some Fates Worse Than Death: Mike Drowley at TEDxScottAFB
Drowley is now a full colonel and the commander of the 355th Fighter Wing at Davis-Monthan Air Force Base in Arizona. But don’t let the name fool you, the 355th primarily operates A-10s and, while Drowley has flown F-15s, F-16s, and training aircraft, his career has centered on the beloved Warthog.
He restored the A-10 Demonstration Team after its five-year hiatus, and he led a surge of A-10 pilot training that resulted in 175 aviators getting certified to fly it. Even today, the aircraft that bears his nameplate is, you guessed it, an A-10.
But he wasn’t always a famed A-10 pilot, and in this TEDx Talk from 2012, then Lt. Col. Drowley talks about his first combat mission in the A-10, hearing that dreaded call of “troops in contact” come over the radio, the stress of juggling weather and terrain problems while trying to save the guys on the ground, and the relief he felt when he was successful.
Col. Mike Drowley renders his first salute to Airmen of the 355th Fighter Wing during a change of command ceremony at Davis-Monthan Air Force Base, Ariz., June 29, 2018.
(U.S. Air Force Air Force Airman 1st Class Giovanni Sims)
And he also, grippingly, tells the story of when he was sent to rescue Chief Warrant Officers David Williams and Ronald Young, Jr., Apache pilots shot down during a failed raid on Karbala, Iraq. It was a mission that didn’t go so well.
While Drowley and the other A-10 and rescue pilots were desperate to save the downed Apache crew, the fire from the ground was just too dense, and the situation was just too dangerous. He had to make the call to save his own men, bringing 40 Americans out alive even if it meant leaving those two Americans on the ground.
A single weapon used predominantly in World War I and with a limited deployment in World War II was so effective and so terrifying that Germany lodged a diplomatic protest against its use by American forces. It wasn’t the flamethrower or the machine gun. It was shotguns, especially the Winchester Models 1897 and 1912.
The two shotguns were first entered into combat after America realized how brutal trench warfare really was. The soldiers and Marines serving on the Western Front needed a way to clear attackers from the American trenches as well as to quickly clear defenders from enemy trenches during assaults.
Standard shotguns were civilian versions of the weapon, often with a sling added for easy carrying. Riot guns were similar but with shorter barrels. The most heavily modified versions were the trench guns which featured shorter barrels — usually 20 inches or shorter, heat shields, and bayonet lugs.
The Model 97 quickly became one of the most popular shotguns issued, partially because of how well it stood up to the rigorous conditions on the Western Front. Operators could quickly clean mud and water from the weapons and get them ready to fire after a mishap, and the weapon continued to function even if it was dropped or slammed against trenchworks.
But the big reason that the Model 97 became so popular was that it could be “slamfired.” Typically, an operator readies a pump-action shotgun by pumping it to feed a round into the chamber and eject any empty casing currently in it. Then, they pull the trigger while aimed at their target to fire. Repeat.
But when slamfiring, they keep the trigger held back while pumping the weapon. When the new round feeds into the chamber, it will automatically fire. This meant the weapon could be fired as quickly as the operator could pump the handle.
The Model 97 held six rounds of 00 buckshot, each shell of which held nine pellets. A trained soldier slamfiring could fire all six rounds, 54 total lead pellets, in approximately two seconds. At the close ranges in many World War I trenches, the effect was devastating.
The Winchester Model 97 and Model 1912 would go on to serve similar functions in World War II, again clearing German defenders from trenches and bunkers as well as operating in the Pacific. The two Winchester shotguns were deployed to Korea and Vietnam, though the U.S. was slowly transitioning to newer shotguns by that point.
On June 28, 1914, an assassin supplied by terrorists shot and killed the heir to the throne of the Austro-Hungarian Empire, igniting an already tense situation between Serbia and the Hapsburg-controlled monarchy in Vienna. By July 1914, a month later, the world was at war, and by the end of the war, Austria-Hungary would no longer exist, and Germany would be punished in the treaty that ended it.
Even though Germany had nothing to do with igniting “the powder keg of Europe.”
A Bosnian terrorist kills an Austrian noble in Serbia so Germany and Russia go to war. Get it?
It’s a little more complicated than who started what but Germany gets the brunt of the blame for the war because of how the fight between Austria and Serbia escalated so fast, and no attempt was made to de-escalate it. The resulting deaths of millions worldwide along with the destruction wrought on European battlefields and the use of poison gas left a bad taste in everyone’s mouth (sometimes literally) throughout the duration of the war.
While Germany didn’t necessarily start World War I, it didn’t do much to stop it, either. In fact, many historians believe Germany actively encouraged the war, despite the systems of alliances in place that should have deterred the European powers from fighting. The Germans knew if Austria-Hungary invaded Serbia, the Russians would intervene on Serbia’s behalf. Then Germany would have to come to Austria’s aid.
That’s what the Germans wanted.
Russians were still carrying religious icons into battle instead of modern weapons.
Even though Austria was satisfied with Sarajevo’s attempt to smooth things over, Germany convinced the Hapsburg Emperor that he could not only invade and win against the Serbians, but that Germany would have an easy time against all the other European allies. Germany really, really wanted a war with Russia to acquire new territory in the east, but couldn’t justify it. Going to war to back its Austrian ally was more than enough and Austria had a reason to go to war with Serbia. So Germany kept pushing its ally despite calls for peace from the rest of Europe.
Finally, Austria agreed and attacked Serbia, which caused the Russians to come to Serbia’s aid, which forced Germany to back Austria and France to back Russia. Then the Germans invaded France through Belgium, requiring England to intervene in the war as well. So Austria-Hungary technically started the war, but Germany tried to finish it. For four years.
That’s why Germany takes the blame for World War I.
HailCaesoo asks: What all happens when the queen of England dies?
Queen Elizabeth II has reigned over the UK and the Commonwealth for almost seven decades, but it turns out what happens when she sheds this mortal coil has been planned out in detail going all the way back to shortly after she ascended the throne in the 1950s, with the Queen herself planning some of the elements.
As you might imagine, the whole affair includes an amazing amount of pomp and circumstance, though this was not always the case, or at least not nearly to the extent we see today in various Royal ceremonies. For example, going back to the funeral of King George IV it is noted in the book Royalty Inc: Britain’s Best Known Brand,
Dozens of pickpockets arrived in Windsor and lifted watches and money from sightseers who had turned up to see if any celebrities were attending. The funeral itself, hurried through in St. George’s Chapel at nine o’clock in the evening, was largely undignified. The congregation crowded in, jostling for the best seats, and then chatted noisily among themselves. ‘We never saw so motley, so rude, so ill-managed a body of persons,’ The Time’s’ correspondent reported… At least the undertakers were not drunk, as they had been at the funeral of George’s daughter and heir, the Princess Charlotte who died in childbirth in 1817.
As for his successor, William IV’s, coronation,
William only reluctantly agreed to have a ceremonial coronation and the money spent on the occasion was less than a fifth of that expended on his brother’s behalf ten years earlier… Among the other changes to royal protocols, the new King opened the terraces at Windsor Castle and the nearby great park to the public access and reduced the fleet of royal yachts. All this, his lack of pomposity and his visceral dislike of foreigners, particularly the French, tended to endear him to the populace…. When William IV himself died in June 1837, there was also a private funeral at Windsor and, if not quite as undignified as George’s had been, it was a perfunctory affair.
The ultra elaborate more public ceremonies now associated with the monarchy wouldn’t begin in earnest until the late 19th century, in part because of public protest over not being included in many of these events. For example, there was significant backlash over the fact that the 1858 wedding of Princess Victoria and Prince Friedrich Wilhelm had not been more public. As noted in a contemporary report by the Daily Telegraph at the time, the people lamented the “growing system of reserving the exclusive enjoyment of State ceremonials and spectacles for particular classes.”
In 1867, British journalist Walter Bagehot would postulate of all of this, “The more democratic we get, the more we shall get to like state and show, which have ever pleased the vulgar.”
That said, initial efforts to improve things were apparently somewhat lackluster. For example, the eventual Marquess of Salisbury, Lord Robert Cecil, after watching Queen Victoria open parliament in 1860, stated:
Some nations have a gift for ceremonial. No poverty of means of absence of splendour inhibits them from making any pageant in which they take part both real and impressive… In England the case is exactly the reverse. We can afford to be more splendid than most nations; but some malignant spell broods over all our most solemn ceremonials, and inserts into them some feature which makes them all ridiculous.
Nevertheless, by the time of Queen Victoria’s death things had started to improve somewhat, though this particular funeral ceremony too was almost made “ridiculous”. You see, while pulling the cart containing the queen’s coffin up a steep hill, a harness on one of the horses snapped, with the result being two of the other horses rearing back and bucking. The result of all of that, in turn, was the Queen’s coffin coming extremely close to being ejected from the carriage. Had it done so, it would have gone careening down the steep hill, possibly ejecting the Queen’s body at some point…
As for her successor, Edward VII, he would double down on improving public ceremonies, essentially turning every opportunity for pageantry into an elaborate affair and including the public as much as possible. Notably, upon his death in 1910, he had his body placed in a coffin at Westminster Hall with over 400,000 people reportedly coming to see it, helping to popularly bolster the old practice of certain members of the monarchy lying-in-state in the UK.
This all now brings us to the exact plan for what happens when Queen Elizabeth II dies. Code — named Operation London Bridge, meetings have been held a few times per year in the over six decades since the plan was originally created in order to tweak it as needed with the times, with the overarching plan going over every possible contingency the architects can think of.
Beyond logistical plans by the government, in more recent times, British news outlets have also had in place pre-planned obituaries, with some TV outlets rumored to occasionally rehearse the broadcasts they will give to announce the Queen’s death, right down to what they’ll wear.
If you’re wondering — a whole lot of black, including black ties for the men, extras of which are actually kept on hand at the BBC just in case needed on short notice. This reportedly became a thing after Peter Sissons of the BBC inadvisably wore a red tie when announcing the Queen Mother’s death. Certain members of the general public did not react kindly to this.
Moving back to the official side of things, to begin with, first, immediately upon her death the Queen’s private secretary, Edward Young, will send a coded message to the Prime Minister, with the message originally “London Bridge is down”. However, given the whole point here of using such a coded message is to help reduce the chance of premature leaks of the news of the Queen’s death, it’s possible the exact coded phrase has been changed since that one was discovered. (If you’re curious, when King George VI died, the code was “Hyde Park Corner” and for the death of the Queen Mother “Operation Tay Bridge” was used.)
George VI and British prime minister Clement Attlee (left), July 1945.
From there various entities, such as the media, will be officially notified and the Radio Alert Transmission System (RATS) will be activated announcing the death to the public. That said, it’s likely given social media is a thing that the news will leak much quicker that way to the wider public.
This all essentially kicks off a 12 day sequence of events, outlined in the plan as D-day (the day of the Queen’s death), D+1, D+2, etc. (Interestingly this is also exactly the reason the famed military operation now commonly known as D-Day is called such — just standing for “Designated day”, allowing for ease of coordinating a sequence of events when the actual start date is unknown, or in some cases where there is a desire for it to be kept as secret as possible.)
Perhaps the most noteworthy thing of all that will occur on D-day, beside the Queen’s death, is Prince Charles will assume the position of King, even though actually being sworn in as King will not take place until the following morning.
As for the coronation ceremony, this can potentially take many months to finally take place. For example, Queen Elizabeth II’s own coronation after the death of King George VI on February 6, 1952, did not take place until almost a year and a half later, on June 2, 1953. In this case, the decision to wait this lengthy period was made by Winston Churchill.
That said, there is some speculation that Charles’ coronation will be relatively swift in comparison in order to forestall any momentum building in public sentiment that may push for an abolishment of the monarchy, especially given the relatively lesser popularity of Prince Charles compared to the almost universally loved Queen he is replacing. To help further forestall such from happening, steps have been actively taken in recent years to try to bolster Charles’ profile among his subjects.
It should also be noted here that Prince Charles may choose to not become known as “King Charles III”, as he is free to choose any of the names from his full name of Charles Philip Arthur George. From this, there is some speculation that he may wish to honor his grandfather King George by taking the name King George VII or he may go with King Philip after his own father.
In any event, after Charles takes the oath the day after the Queen’s death, Parliament will be called to session that same day (the evening following King Charles’ oath) to swear allegiance to him. Likewise, police and military forces under his rule will also be called wherever they are to swear their allegiance to their new King.
Also on that evening, the new King will address the nation for the first time in that role. In her own such broadcast, Queen Elizabeth, among other things, swore “I declare before you all that my whole life whether it be long or short shall be devoted to your service and the service of our great imperial family to which we all belong.”
This is a good thing as we’ve previously noted the monarch of the UK is for all intents and purposes above the law in virtually every nation in the world, not just their own. On top of that, from a legal standpoint, their power in their own little empire is almost absolute for a variety of reasons, though of course, Queen Elizabeth II at least has very rarely used any of this authority.
Queen Elizabeth II waving to crowds.
But given this, as you might expect it’s quite important that the person made monarch in Britain is mentally stable and trustworthy as it would take a literal revolution or rebellion to take such powers away from that person from a legal standpoint, assuming said British monarch did not wish to have those powers taken. This would also place the military, police, Parliament and others in the awkward position of having to very publicly break their sworn oaths to said monarch to take their powers away against their will.
Going back to the Queen, what exactly happens to her body directly after her death will depend on where she is at the time, with Operation London Bridge attempting to plan for any contingencies. For example, should she die in her frequent summer home at Balmoral Castle in Scotland a special Scottish ceremony is planned before her body will be sent back to London. In this case, along with appropriate preservation being done, her body will be placed in Holyroodhouse in Edinburgh for a short time, and then her coffin carried to St. Giles’s Cathedral where a service will be held.
After this, the coffin will be put aboard the Royal Train at Edinburgh Waverley railway station and then will make its way down to London where it will be ultimately placed in Buckingham Palace. Given mourners will likely throw flowers and other things at the train as it passes, plans are in place to have another train follow behind shortly thereafter to clear the tracks as needed before the tracks are put back in general use.
On the other hand, should she die abroad, a jet from the No. 32 Royal Squadron will be dispatched with the Queen’s coffin to collect her body. (And if you’re wondering, yes, such a coffin is already made and waiting in case of a Royal’s death — called the “first call coffin”, kept by the Leverton Sons royal undertakers for when it’s needed.)
Wherever it’s coming from, the Queen’s body will, as alluded to, make its way to the Throne Room of Buckingham Palace and be held there for at time. Four days after her death, her coffin will be placed in Westminster Hall, available for public viewing almost 24 hours a day for four days.
Given approximately 200,000 people went to view the Queen Mother’s coffin in 2002, it’s expected the number going to view Queen Elizabeth’s coffin will be vastly more than this.
The Queen Mother’s funeral carriage.
Finally, the night before the funeral takes place, special church services will be held across the UK to commemorate the death of the head of the Church of England. The funeral will then take place the following day, with said day being deemed a national holiday.
On that day, the coffin will be carried from Westminster Hall to Westminster Abbey where approximately 2,000 guests will be invited into the Abbey to witness the funeral directly, with the service conducted by the Archbishop of Canterbury. After that ceremony is over, the the Queen will likely be laid to rest in St George’s Chapel at Windsor Castle.
Finally, at some yet undetermined point after the mourning period, the coronation of the new King will take place, which will also be a national holiday.
As for other logistics, with the change to the new King, various official things like certain physical money, stamps, etc. will switch from Queen Elizabeth’s visage to the King’s, and an awful lot of official documents and the like that formerly said “her” and “Queen” will be switched to “him” and “King”, such as the national anthem having the words slightly altered to “God Save the King”.
Along with being the only person in the UK to not need a passport when traveling abroad, the Queen similarly doesn’t need a driver’s license to drive either. This is because, like passports, driver’s licenses are issued in her name. So she’s allowed to simply vouch for her own driving ability in person should she ever be pulled over.
Now, you’d think given her status and wealth, the Queen would never drive anyway, but you’d be wrong, though she did a few months back voluntarily cease driving on public roads at the urging of her security team who worried about the elderly Queen’s safety in driving on public roads at her age. But before that, it turns out the Queen loved driving and cars. In fact, during WW2 the Queen (then a princess) badgered her father to let her do her part for her country and subsequently ended up serving as a mechanic and driver with the Women’s Auxiliary Territorial Service at the tender age of 18. (She’d actually registered to serve at age 16 but King George wouldn’t allow it).
The Queen took her position incredibly seriously, becoming, by all accounts, a competent mechanic and driver, trained to fix and drive a host of military and suburban vehicles.
Fast-forwarding a bit through history, a humourous story about the Queen’s driving prowess comes from 1998 when she was visited at her estate in Balmoral, Scotland by the then Crown Prince of Saudi Arabia, Abdullah bin Abdulaziz Al Saud. The story was later revealed to the world by one-time Saudi ambassador Sherard Cowper-Cole.
Knowing Abdullah’s stance on the rights of women and the fact that women are essentially banned from driving in Saudi Arabia (there’s technically no law that says women can’t drive, but licenses are only issued to men), the Queen, demonstrating quintessential British passive aggressiveness, offered the Prince a tour of her palace grounds.
Dutifully, the Prince agreed and the pair headed outside where a large Land Rover bearing the Royal insignia was parked. After waiting for the Prince to climb into the passenger seat where he no doubt assumed a chauffeur would drive the pair around, the Queen then nonchalantly climbed into the driver’s seat and proceeded to drive the car, much to the Prince’s astonishment. According to ambassador Sherard, the Prince was extremely nervous about this arrangement from the start.
Things didn’t get better for him.
The then 72 year old Queen, knowing that Abdullah had never been driven by a woman before and no doubt observing his anxiety, decided to mess with him by purposely driving as fast as possible on “the narrow Scottish estate roads”.
As she sped along at break-neck speeds, the Crown Prince screamed at the Queen through his interpreter to slow down and pay closer attention to her driving. The Queen, ignoring his admonishments completely, continued pleasantly chatting away as if she wasn’t doing her best Fast and the Furious impression. We can only imagine Abdullah’s reaction if the Queen had mentioned to him that she never got her driver’s license…
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.
A pinnacle of wartime technology, the HMS Trident was supposed to patrol the Atlantic, doing submarine things. Maybe sink a ship or two, enforce the blockade, and smuggle a reindeer from Russia to England. If that last part sounds more like the plot of a Nickelodeon cartoon than a World War II mission, then you clearly don’t understand diplomacy.
Our stage is World War II, 1941. America is the Arsenal of Democracy but is not yet formally part of the war. Russia and England are the bookends to a powerful and super-evil Nazi Germany, and Germany is busily invading the latter while trying to contain the former.
Britain and Russia were not natural allies. Britain had interceded in the Russian Civil War in 1918 on the losing side, and many veterans of that war were still kicking in 1941. Some were resentful. Some, certainly, would’ve cheered if Germany had invaded the British Isles in 1940 and conquered it.
But Hitler made strange bedfellows. And so a Russian bear cuddled up to the British crown, and much canoodling was had by all. But young romances rely on careful gestures, and one side cannot spurn the gift of another. Which brings us to the strange events of the HMS Trident in 1941.
Again: This was the international diplomacy equivalent of a new high school romance. If the cute girl passes you a photo of her, even if it also shows her disapproving grandpa and some unsightly dental headgear, you give the photo a kiss, smile at the girl, and then tuck the photo into the door of your locker.
And so the British set sail for another six weeks of wartime patrol. Pollyanna often slept in the captain’s cabin next to his bunk. And, according to the BBC, she would trot to the control room and wait for the hatch to open when fresh air was allowed in. The moss eventually ran out, and the crew fed Pollyanna scraps from their meals.
When the sub returned to England, it took a bit of work to get Pollyanna back out. The moss and the table scraps had taken their toll, and the young reindeer was too large to make it back out of the torpedo tube. Instead, she was winched out through the top.
Polly went to the zoo and was reportedly happy, though she did have a few quirks from her submarine service. George Malcolmson, a Royal Navy Submarine Museum Archivist, said, “It was rumoured that she never forgot her submarine career, for whenever she heard bells or a sound like a submarine tannoy, she would lower her head as though preparing for diving stations.”
Pollyanna died at the zoo five years later, the same week that the HMS Trident was sent to the breakers yard to be reduced for scrap.
The far side of the moon is hiding a colossal secret beneath its airless, pockmarked surface.
No one is quite sure what it is — the most precise wording researchers can muster is a “large excess of mass.”
The feature lurks dozens of miles beneath a 1,550-mile-wide impact crater called the South Pole-Aitken Basin, which we can’t see from Earth. Ideas for what the mysterious lump may be include the splattered core of a giant metallic asteroid or an ocean of red-hot magma that slowly froze in place.
“Imagine taking a pile of metal five times larger than the Big Island of Hawaii and burying it underground,” Peter B. James, a geoscientist at Baylor University, said in a press release. “That’s roughly how much unexpected mass we detected.”
James is one of a handful of US scientists who announced their discovery in a study published in the journal Geophysical Research Letters.
The gravitational force of “whatever it is, wherever it came from,” James said, is so great that it drags down the floor of the basin by more than half a mile.
A rendering of a lunar rover for China’s Chang’e-4 moon mission.
(China Aerospace Science and Technology Corporation)
A giant secret below the solar system’s oldest, biggest preserved crater
The South Pole-Aitken Basin is believed to be the site of a horrendous collision that occurred about 500 million years after the moon formed. It’s thought to be the largest and oldest intact crater on any planetary body within the solar system.
Whatever formed the basin nearly 4 billion years ago remains a mystery, but the blow was so strong that it likely punched all the way through the moon’s crust and tossed part of the lunar mantle — a deeper geologic layer — onto the surface.
For these reasons, geologists are eager to explore the basin to glean clues about the moon’s formation and composition. In fact, China recently landed its Chang’e 4 mission there (specifically within a roughly 111-mile-wide crater called Von Kármán) to study part of the basin.
James and his colleagues discovered the anomaly beneath the basin by merging data from two NASA missions at the moon. One is the Lunar Reconnaissance Orbiter, which continues to constantly photograph the lunar surface and has led to high-definition surface elevation maps.
The mysterious lunar lump exists below the surface of the lunar South Pole-Aitken Basin (in blues and purples).
The other mission was the Gravity Recovery and Interior Laboratory (GRAIL), which involved two spacecraft — GRAIL A and GRAIL B — working in tandem to detect variations in the strength of the moon’s gravitational field. Larger variations helped tease out information about the moon’s core, and subtler ones revealed unseen mineral deposits, asteroid impact sites, and subsurface features.
“When we combined that with lunar topography data from the Lunar Reconnaissance Orbiter, we discovered the unexpectedly large amount of mass hundreds of miles underneath the South Pole-Aitken basin,” James said. “One of the explanations of this extra mass is that the metal from the asteroid that formed this crater is still embedded in the moon’s mantle.”
If the mass is a metallic asteroid core, it didn’t get stuck inside the moon intact; instead, computer simulations suggest it could have spread out as it struck. The researchers think such splattering may have kept the metal floating about 186 miles beneath the crust; otherwise it might have sunk down into the moon’s core, which starts about 310 miles deep.
Another explanation is that, following the impact that formed the basin, a huge ocean of metal-rich magma pooled inside of the lunar crust and solidified into a dense slab.
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The sniper is a lethal combination of patience, discipline, and accuracy. They wait, still and silent, for the perfect moment to strike from afar, eliminating key targets and providing invaluable information to troops on the ground.
While a few snipers in history have had their names enshrined in fame (or infamy, depending on which side of their scope your allegiances lay), the marksman that holds the record for longest-distance confirmed kill is one you’ve never heard of.
In 2017, a sniper with Canada’s Joint Task Force 2 (their equivalent of the U.S. Navy’s SEAL Team 6) shattered the distance record once held by British sniper Craig Harrison. The Canadian deadeye, whose name has been withheld for security purposes, managed to down an IS militant from a staggering 3,540 meters away. For those metrically challenged among us, that’s 11,614 feet — or nearly 2.2 miles — or over 32 football fields, end-to-end, including end zones. The target was so far away that the bullet traveled for a full 10 seconds (at 792mph) before reaching its target.
Yes, we counted.
As if this incredible feat of marksmanship wasn’t impressive enough, according to MilitaryTimes, this kill helped prevent an ongoing ISIS assault on Iraqi Security Forces. This shot exemplifies the importance of the sniper — instead of using bombs or other weaponry that may result in collateral losses, the Canadian weapons specialist was able to lodge a single bullet into just the right spot to stop an assault in its tracks.
So, how’d he do it? Let’s take a look at a few key elements involved.
First, the equipment. It’s reported that the sharpshooter was using a McMillan TAC-50, a long-range anti-materiel and anti-personnel sniper rifle. According to the manufacturer, this rifle has an effective range of 1,800 meters — just over half the distance of the kill. According to reports, the rifle was loaded with 750-grain Hornady rounds, which must be incredibly efficient rounds to keep from wobbling off course at such an immense distance.
Canadian Forces MacMillan Tac-50
More impressive than the equipment, however, is the technique demonstrated by both shooter and spotter. In order to make an accurate shot over that gigantic stretch of land, they had to keep in mind several key factors, including how much the bullet might “drop” over its trip, how much wind might push it off course, and even the speed of the earth’s rotation at the given latitude. To further complicate things, you need to think about atmospheric conditions at the time of shoot — barometric pressure, humidity, and temperature can all affect the bullet’s course. Even the tiniest change can have drastic effects over such a great distance.
At the end of the day, this amazing feat was the junction between incredible mathematics, impeccable coordination between spotter and shooter, and a steady, well-trained hand. We’d like to render a crisp hand salute to you Canadian BAMFs (but not while outside the wire, because you never know who’s watching).
For more marksmanship action, be sure to watch Sniper: Assassin’s End, the eighth installment in the epic Sniper series, available now on Blu-Ray and digital formats!
Sniper: Assassin’s End OFFICIAL TRAILER – Available on Blu-ray & Digital 6/16
As Coast Guard paychecks went undelivered Jan. 15, 2019, as the result of an ongoing partial government shutdown, the service’s top officer urged its members to stay the course.
In a public letter published Jan. 15, 2019 on his social media pages, Adm. Karl Schultz said the day’s missed paycheck, to his knowledge, marked the first time in the history of the nation “that service members in a U.S. Armed Force have not been paid during a lapse in government appropriations.”
The Coast Guard, the only military service to fall under the Department of Homeland Security, is also the only service with payroll affected by the shutdown, which began Dec. 22, 2018. The Coast Guard was able to issue final paychecks for the year, but will be unable to distribute further pay until a budget deal is reached or another appropriation agreement is made.
Coast Guard Cutter Munro navigates through the Oakland Estuary en route to the cutter’s homeport of Coast Guard Island in Alameda, California.
(US Coast Guard photo by Petty Officer 1st Class Matthew S. Masaschi)
In all, some 55,000 Coast Guard active-duty, reserve and civilian members are going without pay; the number includes 42,000 active-duty service members.
Coast Guard civilians have been on furlough or working without pay since the shutdown began.
“Your senior leadership, including [DHS] Secretary [Kirstjen] Nielsen, remains fully engaged and we will maintain a steady flow of communications to keep you updated on developments,” Schultz said in his letter. “I recognize the anxiety and uncertainty this situation places on you and your family, and we are working closely with service organizations on your behalf.”
Schultz added that Coast Guard Mutual Assistance, the service’s official military relief society, received a million donation from USAA to support those in need. The American Red Cross will help distribute the funds, he said.
Petty Officer 2nd Class Jon Adams from Coast Guard Station Venice, Louisiana, tows a vessel that was disabled approximately 25 miles south of Venice.
(U.S. Coast Guard Photo courtesy of Coast Guard Station Venice)
“I am grateful for the outpouring of support across the country, particularly in local communities, for our men and women,” Schultz said. “It is a direct reflection of the American public’s sentiment towards their United States Coast Guard; they recognize the sacrifice that you and your family make in service to your country.”
The Coast Guard, Schultz said, had already many times proven the ability to rise above adversity.
“Stay the course, stand the watch, and serve with pride,” he wrote. “You are not, and will not, be forgotten.”
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.
Days after the first-in-class aircraft carrier USS Gerald R. Ford sailed out of a “challenging” post-shakedown work period that was extended three months because of maintenance problems, the dry dock holding the second Ford-class carrier, the USS John F. Kennedy, was flooded, launching the carrier three months early.
The Kennedy’s builders and crew have gotten a boost from the Ford, according to the ship’s commanding officer, Capt. Todd Marzano.
“We are definitely benefiting from being the second aircraft carrier in the class,” Marzano told Business Insider last week. “We’re leveraging their lessons learned, which has helped not only from the construction side but from our sailor training.”
Capt. Todd Marzano, the Kennedy’s commanding officer.
(US Navy photo by MCS3 Class Adam Ferrero)
A graduate of Naval Fighter Weapons School, or Top Gun, Marzano has gone to sea aboard Kitty Hawk-, Nimitz-, and Ford-class carriers, serving as a fighter squadron commander as well as executive officer and commanding officer of the carrier itself.
At a ceremony in May, Marzano recalled driving past the Ford as construction began in late 2015 and thinking that “some lucky captain” would get to be its first skipper. In a mast-stepping ceremony after that speech, he put his first set of gold aviator’s wings under the 650-ton island as it was lowered onto the flight deck.
That “signified my commitment as the CO of the ship to ensure … that I’m going make sure that the crew is ready to do their job and operate the ship when we take it out to sea,” Marzano said. “So it meant a lot to me. This is definitely a pinnacle tour in my career.”
(US Navy photo by MCS3 Class Adam Ferrero)
Marzano assumed command of the Kennedy, designated CVN-79, on October 1, at a ceremony attended by the carrier’s first 43 sailors, who were handpicked for the assignment.
“We officially stood up the command on October 1, and as of today we have just over 150 crew members on board, and that number just continues to grow daily,” Marzano said on Nov. 19, 2019. “The current focus since they’ve shown up is to create a solid foundation, which means getting our programs, our procedures established. We’re also focusing on a lot of training and, most importantly, developing a healthy culture throughout all levels of the command.”
Marzano added that “some of the sailors on the Ford have now been transferred over to our ship, so we can benefit from their knowledge … gained on their tour.”
The Ford-class carriers — the Ford, the Kennedy, the Enterprise, and the unnamed CVN-81 — are or will be equipped with new technology the Navy believes will keep them effective for decades to come. The Ford’s first sailors, with months or even years of hands-on experience with that tech, were creating “basically instructions on how to operate this ship with its systems and its new design,” as one sailor put it.
“Now we’re going to benefit from that, and they can help train our new sailors,” Marzano said.
The island of the Kennedy is placed on the flight deck during a mast-stepping ceremony in Newport News, Virginia, on May 29, 2019.
In addition to changing or excluding some features, the Navy and the carrier’s builder, Huntington Ingalls Industries, have made changes to the Kennedy’s build strategy to control costs and stay on schedule.
The Ford was being built as it was being designed, according to Mike Butler, Huntington Ingalls’ program manager for the Kennedy. But the Kennedy had a complete model, saving time.
“Every piece of pipe, every cable, every other piece of equipment was loaded in a three-dimensional product model, and that gave us the ability, for example, [to do] hole cuts, where you have a bulkhead or a deck and you have to cut a hole in it for a pipe to go through or an electrical cable,” Butler told Business Insider on Nov. 29, 2019.
On Nimitz-class carriers, “prior to the product model,” Butler said, “we probably cut 75% of those holes on ship once we ran the pipe and saw where it went through the bulkhead.”
There was “much less” cutting on ship on the Ford because of the product model, Butler said. But on the Kennedy, “with the complete product model, I virtually cut 100% of all of those hole cuts in the ship.”
“While the shop was still fabricating the deck plates and bulkhead panels, they could go in and robotically locate and cut all of those holes in those structural members while it was still in the shop environment, which is a big deal because there are probably close to 100,000 holes that go through decks and bulkheads that have to be cut,” Butler added.
The upper bow unit of the Kennedy is fitted to the primary structure of the ship on July 10, 2019.
The design and planning documents for the Kennedy were updated as work continued on the Ford. But the biggest change was in how the second Ford-class carrier was actually put together, Butler said.
About 1,100 structural boxes are built to assemble the carrier, each outfitted with components like wiring. Those boxes are put together into larger sections called super lifts, which are outfitted further. The carrier is then assembled from those super lifts — “sort of like a Lego build,” Butler said.
On the Kennedy, “particularly early in the program, we did a lot more outfitting,” Butler said. “We built larger boxes in our steel fabrication division. We brought those to our final assembly plant. We built larger super lifts than we did on [the Ford] in some areas, and we put more outfitting in a lot of those super lifts, particularly early in the program.
“So we ended up with less lifts into the dock and many cases of larger super lifts that had more outfitting … which drives your cost down as well,” Butler added.
“We’re definitely aggressively seeking the lessons learned and then applying them to the Kennedy, and we’re already seeing benefits of that. Construction progress has gone much more efficiently,” Marzano said. “So both on the construction and the level-of-knowledge side for the sailors, that’s paying off. Being the second in class is definitely easier in that regard for sure.”
Secretary of the Navy Richard Spencer is briefed by the USS Gerald R. Ford’s commanding officer on Jan. 17, 2018.
(US Navy photo by Mass Comm. Specialist 2nd Class Kiana A. Raines)
The Ford’s marquee features have been among the most troublesome, particularly the advanced weapons elevators, drawing congressional scrutiny and the ire of former Navy Secretary Richard Spencer, who excoriated Huntington Ingalls, saying last month that the shipbuilder had “no idea” what it was doing.
Those electromagnetically powered elevators are supposed to carry more ordnance faster — up to 24,000 pounds at 150 feet a minute over Nimitz-class elevators’ 10,500 pounds at 100 feet a minute — from storage magazines deep in the hull. But just four of the Ford’s 11 elevators have been certified and turned over to the crew.
Those new elevators have new electrical and mechanical technology and are “a lot more complex than traditional weapons elevators,” with “a lot tighter tolerances because of that,” Butler said.
Work on the Kennedy’s elevators was delayed to incorporate lessons from the Ford, Butler added.
“A lot of the areas where they’ve had issues that they’ve had to resolve we’ve been able to hold back, get those issues resolved, change the design, change the work documents,” Butler said. “That allows us now to go in and do that work the first time with those lessons learned already.”
Sailors review safety procedures for the Upper Stage 1 advanced weapons elevator in the Ford’s weapons department on Jan. 16, 2019.
Those pauses didn’t affect work on the hull and parts of the ship exposed to seawater, allowing it to be launched ahead of schedule in October 2019, Butler said.
In addition to being ahead of schedule, the Kennedy was also 5% more complete than the Ford at the time of its launch, according to James Geurts, the Navy’s acquisitions chief.
Like Marzano’s crew, Butler’s team has also benefitted from an influx of personnel from the Ford.
Butler said that “working through all those different technical issues” on the Ford, they had “developed a set of industry experts at the shipyard, and our design, manufacturing, construction, and testing of those elevators.”
“Now that expert team is beginning to migrate to my ship, bringing those people and those lessons learned, working with my team,” Butler added, “so that we’ve got people on the deck plate who’ve been through these elevators, helping us modify our build plan to improve that process.”
Butler declined to comment on Spencer’s criticisms, saying he was “laser-focused” the Kennedy.
“Morale is great. We know we’ve worked through a lot of the first-in-class problems,” Butler added. “We are building this ship cheaper; we’re building the ship faster. And to us that is showing that first-of-class-to-second-of-class improvement is exactly what we thought it would be.”
This article originally appeared on Business Insider. Follow @BusinessInsider on Twitter.
The United States Navy commissioned its newest destroyer, USS Zumwalt (DDG 1000), a few years ago. It’s had a hiccup or two, but make no mistake, this is a very modern naval warship. It has tons of firepower, including two 155mm guns, 20 four-cell Mk 57 vertical-launch systems, and two 30mm guns. But how would it fare against the best surface combatant in the Russian Navy, the Pyotr Velikiy, the last of four Kirov-class battlecruisers?
This sort of ship-versus-ship combat looks one-sided in favor of the Russian ship. The Zumwalt is designed to hit and kill targets on land using BGM-109 Tomahawk cruise missiles and has some self-defense capability with the RIM-162 Evolved Sea Sparrow Missile. The Pyotr Velikiy, on the other hand, was primarily designed for naval anti-air combat, armed with SS-N-19 Shipwreck anti-ship missiles, SA-N-6 Grumble surface-to-air missiles, and a twin 130mm turret.
Looks can be deceiving. While firepower matters in any sort of combat, you need a target for that firepower. The Zumwalt, with its stealth technology, is a very elusive target. Yeah, one or two SS-N-19s could leave it a burning wreck, but they’d need to find it and hit it first. On the other hand, the Kirov’s not that stealthy. Its radars might as well be a big signpost saying, “I’m over here!”
Furthermore, the Zumwalt has a few more anti-ship weapons options. One of which is Vulcano technology, which transforms its 155mm guns into anti-ship missile launchers. This places the Kirov in a world of hurt. Seeing as the Zumwalt can carry 300 rounds for each of its two 155mm guns, that’s a lot of threatening firepower. Furthermore, some advanced versions of the Tomahawk missile can be used as anti-ship munitions. To make matters worse for the Pyotr Velikiy, the Zumwalt is likely able to be upgraded with systems like a ship-launched version of the LRASM.
In short, the real winner of this fight will come down to who can see the enemy ship first and in that department, the Zumwalt has the edge.
An Air Force officer who only began obstacle course racing in 2016, ran right straight into her 75-mile goal, placing second place in one of the toughest obstacle course races.
“I honestly never considered placing, it didn’t seem like something that was within reach for me this year,” said Capt. Erin Rost, 319th Recruiting Squadron operations flight commander.
In a “bracket breaking moment,” Rost earned 2nd place out of 231 females and ranked 18 of more than 1,206 participants in her first World’s Toughest Mudder held November 2018.
The Air Force Academy graduate entered the obstacle course race noon on Nov. 10, 2018, a frigid winter day in Fairburn, Georgia. She would repeat the grueling five-mile lap with more than 20 mud-drenched obstacles until she met her goal of 75 miles.
“On lap 11, it was still dark,” she said. “My body was literally freezing and for the first time I had tears in my eyes. In that moment, a poem that helped me endure military training and other tough times in my life showed up to help me once again.”
She would repeat Invictus by William Erest Henley in her mind throughout the pitch black, sometimes lonely, night.
Capt. Erin Rost, 319th Recruiting Squadron operations flight commander, poses for a photo at the finish line of the World’s Toughest Mudder, Nov. 10-11, 2018.
Her experience and spirits were uplifted when she started hearing from others that she had a chance to place.
“Around 8:30 a.m., after completing lap 12 (60 miles), I found out I had a chance for third place but the fourth place woman was close behind,” said Rost. “This motivated me to run faster the next two laps.”
Her cheering fans, mother and boyfriend, encouraged her to move faster because no one knew how close the competitor behind her was. They reminded her of her goals, kept her fed and hydrated and pushed her forward.
“When I returned to the pit after completing 65 miles, I was informed that I had improved my lap time by nearly 30 minutes,” said Rost. “There was about three hours remaining and I was two laps away from my goal and based on my lap splits, I knew it was possible.”
Next, a reporter from a podcast seeking to interview her said that if she completed this final lap she would earn second place because the current second place female concluded her race earlier that morning with 14 laps.
“I realized at this point, as long as I finished this final lap before 1:30 p.m., I would get second place,” she said. “It was very surreal. It brings me back to military training when you are really challenged but overcome. When you push yourself and succeed, there is nothing like the reminder of that to renew your spirit.”
At this point in the race, she recalled she had been awake for 36 hours, racing nonstop for 25 of those hours and worried about being alone through the last obstacles. She witnessed others lose motivation during the course of the night, when temperatures dropped to 20 degrees. Obstacles started freezing and other competitors began feeling waterlogged.
Wingmen were essential in the final stretch more than ever. Some of the obstacles are designed to require teamwork. One of them required competitors to physically step on another person to reach the top of a wall, without another person there it was nearly impossible to get up the wall.
“You meet interesting people along the way,” Rost said. “It is great to be around such an encouraging and supportive community.”
Along the path she met an Army green beret and a financial analyst who takes time away from Hollywood-like celebrity engagements to run. These interactions kept the race interesting and passed the time.
She completed the race at 1:10 p.m. in second place, with 20 minutes to spare feeling like a true “bracket buster.”
“While I’m super proud of how I placed, I am even more proud of getting my goal mileage because it reminds me why I love OCR so much,” Rost said. “It is not about what place you get, it is about pushing yourself to and beyond your limits. It is about doing your best each race and believing that with hard work, a good attitude and a little bit of grit, anything is possible.”
Resiliency, physical strength, mental stamina, persistence, and willpower are things serious runners all have in common, according to Rost.
“This is also specifically what my military brethren do,” she said. “We encourage others that they can do it too. If you work hard and have a good attitude, you can do anything.”
Her squadron witnesses this in her performance daily.
“Capt. Rost sets the example for everyone around her,” said Chief Master Sgt. Cory Frommer, 319th RCS superintendent. “You can’t help but to be inspired by her tenacity and winning mindset. She doesn’t know how to quit. When other members of the squadron or base community work with her, they are left no choice but to push their own boundaries just to try to keep up with her. As for the recruiting mission, her incredible performance demonstrates what the Air Force is all about, and when people see airmen like her, they are inspired to be a part of that world.”
She believes her limited experience in the OCR community coupled with her recent winning of the coveted World’s Toughest Mudder silver bib, are a good role model for those who may wonder if they could do a run like that.
“I played competitive soccer growing up and for a period of time in college before getting into bodybuilding,” said Rost. “OCRs combine a little bit of everything, as opposed to being great at just one thing such as running, lifting, grip strength, etc. You have to be good at a little bit of everything.”
What she reminds her audience is that her simple daily personal goals brought her to this point.
“I knew improving my running endurance would need to be a focus area,” said Rost. “I set mileage goals every week and started finding local half, full and ultramarathons. I also started rock climbing to improve my grip strength, participated in crossfit to improve muscular endurance and boxed as a crosstraining workout. As the race got closer, I worked up to three workouts a day.”
Her goal was to do at least one race a month while slowly increasing her monthly mileage goals. After completing her first Tough Mudder in 2016, she did four more in 2017. In 2018 she expanded her OCR experience to include two Spartan races, two half marathons, a full marathon and two ultramarathons.
“I wanted to start seriously competing in OCRs and figured if I can do one of the most difficult OCR formats in the world, than I can do anything,” said Rost.
Editor’s note: Tune in to CBS at 12:30 p.m. on Dec. 15 to watch the full coverage of the World’s Toughest Mudder Capt. Rost participated in.