Original subtitles

In today's impossible engineering.

There is no vehicle like it on Earth right now.

To compare this to something else in history, you've got to go to outer

A voyage more than 30 ,000 feet under the sea.

This vessel is definitely a game -changing piece of engineering.

In the world's deepest diving submarine.

It is one of the most intricate craft that has ever been designed, engineered,

and built for the ocean.

And the pioneering historic innovations.

Wow, this is a lot bigger than I expected.

This is absolutely astounding.

It is totally huge.

That may be impossible.

Possible.

Oceans cover roughly 70 % of the Earth's surface.

Yet our understanding of what goes on beneath the waves is limited.

Well, I've often heard it said that we know more about the surface of the moon

than we do about our own oceans.

They represent probably the greatest portion of the unexplored parts of our

planet because of how difficult it is to get there.

However, one group of engineers, led by explorer Victor Vescovo, are determined

to change this by attempting the impossible.

When Victor approached us in 2015, the only thing he knew he wanted to do was

wanted to dive to the deepest point in each of the five oceans, which is

something that nobody had ever done before.

To achieve this monumental goal...

The team has created a vehicle like no other on planet Earth.

This is the Triton 36002.

Or as she's known to her crew, the limiting factor.

This is the deepest diving certified submersible in the world right now.

And she's our baby.

We basically built this thing from concept to where it is now, and it's

some amazing diving.

The limiting factor is probably the most intricate undersea vessel taken on in

history.

It is entirely unique in the world.

There is no other craft like it before or since.

This groundbreaking vessel's list of accomplishments already includes

the bottom of each of the five oceans, as well as more than 10 dives to the

deepest place on planet Earth,

Challenger Deep.

Surface LF depth 1 -0 -8 -8 -4,

heading 1 -8 -0, life support good.

It's made some remarkable scientific achievements.

It's collected 400 ,000 samples, identified 40 new species, mapped three

-quarters of a million square kilometers of ocean.

So the contributions to science have been significant as well.

This game -changing submersible is built to explore the Ultra Deep.

Carried to location by its own dedicated support vessel, the pressure drop.

Once at the dive site, it's raised into position and lowered into the water

before descending to depths of almost 7 miles.

On board, 10 thrusters allow for movement in all directions.

Inside the pressure vessel, a dedicated life support system allows a two -person

crew to spend up to 16 hours underwater.

All this engineering combined means the sub can reach depths greater than the

height of the world's tallest building, stacked end -to -end 13 times.

Today, off the coast of Hawaii, the team is taking this trailblazing vessel on a

training dive.

My half is secure, last support running.

We are good for launch.

Inside, Triton Submarines co -founder Patrick Leahy is teaching crewmate Tim

McDonald as he prepares to join the small group of people qualified to pilot

this one -of -a -kind machine.

It's over the way. I'm going to go ahead and secure thrusters.

All right, do that.

All lines are clear.

Swimmer is clear.

You are clear to dive, clear to dive.

Buddy, go have some fun, man.

Good luck, Tim.

Give it a whirl with the thrusters.

Nice down thrust.

Should go under any second now.

There you go.

Come on. Keep going.

Don't let off on it.

The team has constructed a record -breaking piece of engineering.

But how have they made this submersible capable of descending over 36 ,000 feet

beneath the waves?

I would say that without question, the deepest parts of our ocean are the most

formidable parts of our planet to visit.

Where the colossal water pressure can crush all but the strongest man -made

materials. We need to be 100 % on our engineering, on our designing, and our

tolerances. They have to be 100%. We just don't have room for error.

And how can they ensure that should an emergency occur, they can get the crew

back to the surface in one piece?

We cannot afford to make any mistakes.

People's lives depend on it.

To achieve this, engineers must draw inspiration from the pioneers of the

and update their innovations to overcome some of the greatest marine engineering

challenges around.

But for Patrick and his team, the payoff is well worth the effort.

Connecting people viscerally with their environment, allowing them to experience

the deep ocean in real time, is powerful stuff.

It is exciting.

It is memorable.

The disadvantage is the human component adds complexity, and we have to work

harder to develop something that we know human beings are going to get into

because we want them to come back safely.

Unfortunately, you can't just take a sub that's rated to 500 meters or 1 ,000

meters or even a sub that's designed to dive to 6 ,000 meters because the

pressures are much higher.

To find a solution, the team must turn to the great underwater exploration

pioneers of the past.

Former submariner Craig Karsh has come to the National Museum of the United

States Navy in Washington, D .C.

to discover a vessel that redefined underwater exploration.

Wow, this is really an amazing piece of equipment.

This is the Trieste.

Wow, this is a lot bigger than I expected.

You can see that it looks a lot like a modern nuclear submarine as far as a

metal tube.

But here you have this gondola where the crew would have sat.

Constructed in the 1950s, its mission was simple.

Transport a two -man crew to the bottom of the deepest part of the ocean for the

very first time in history.

Before the Trieste.

The record was about 1 ,000 meters for how deep a vessel had gone, and the Navy

wanted to go to 10 ,000 meters.

So it required just a fantastic amount of engineering to get there.

The Trieste was designed and built by Swiss physicist and adventurer Auguste

Picard.

On January 23, 1960, his son Jacques and U .S.

Navy Lieutenant Don Walsh climbed aboard in preparation for their first attempt

at a record -breaking dive.

You can see the ladder that the crew would have climbed down.

There would have been tremendous anticipation. You're climbing into a

steel chamber, and once you shut that door, everything around you needs to

because once you get down that far, there is no one coming to rescue you.

At the very bottom of the Mariana Trench, the gondola with the two men

would be experiencing over seven tons per square inch acting upon it.

This gondola, the steel, is five inches thick to hold back that pressure.

Definitely the most dramatic thing is this window with only that two -inch

opening to look out of.

There was really a lot of innovation that went into this. They had to develop

special polycarbonate that would withstand the tremendous pressure

crack that allowed water to enter would just become the most powerful pressure

washer jet that you could imagine.

But not only did the crushing pressure present an enormous danger to the crew,

it also meant that using a traditional air and water ballasting system wasn't

option.

To demonstrate, Craig has prepared an experiment.

When a traditional submarine wants to sink, they fill their ballast tanks with

water. They flood them, letting the air out, and the submarine would then lose

that positive buoyancy, become negatively buoyant, and be allowed to

When it comes time that you need to add positive buoyancy and come back to the

surface, you would use compressed air to force that water out of the ballast

tank, and the submarine would rise.

But this traditional ballast system would not function at the depth targeted

the Trieste.

Picard needed an innovative new way to reach the bottom of the ocean.

It's really hard to understate the magnitude of the accomplishment of what

pioneers did.

And this decades -old alternative ballast system may just hold the key to

modern engineering behind the limiting factor.

We weren't interested in building a sub that was just an elevator to the bottom

and back up again.

When Auguste Picard and team designed the Trieste in the 1950s, the depth

for a submersible was just over 3 ,000 feet.

In early 1960, the Trieste two -man crew shattered that record using an

innovative ballast system in place of the traditional compressed air

Former submariner Craig Karsh demonstrates the difference.

In the Trieste case, going to a depth of 10 ,000 meters, the air wouldn't have

worked. The pressures are just too great.

So Picard came up with an ingenious solution of using a petroleum gasoline

product that's about 30 % lighter than water.

So as you can see, despite being totally full, it is positively buoyant.

So now to simulate...

the gondola underneath the main body of the Trieste, you can see that it's still

enough positive buoyancy that it continues to float on the surface.

So they had a precisely measured system of ballast that they added, which would

allow the vessel to sink to the bottom.

They had a system to release this ballast.

And up the Trieste went, back to the surface.

On board the Trieste, two ballast tanks containing roughly nine tons of iron

pellets allowed the crew to adjust their buoyancy throughout the dive.

Here you can see these big ballast tanks.

There's this one up in the front and there's one in the back.

Once they reached the bottom, the mission was over, it was time to come

They had a system of controls through these wires that they could open this to

allow the shot to come out, removing weight from the submersible.

and the Trieste would have been able to slowly rise.

After descending for almost five hours, Picard and Walsh reached a depth of

almost 36 ,000 feet, becoming the first humans to ever reach the deepest part of

the Earth's oceans.

The Trieste truly is incredible.

To go down to 10 ,000 meters, shattering prior records by a factor of 10, it's

really hard to understate the magnitude of the accomplishment of what these

pioneers did.

Today, the team has taken the engineering at the core of the Trieste

developed it for modern underwater exploration.

Deep

beneath

the Pacific Ocean, on their training dive, Patrick and Tim are slowly

to their target depth of about 4 ,900 feet.

Those go down until we get maybe to 1 ,300 meters and start to pick up bottom

with the altimeter and then come down nice and slow.

More than a half century since the Trieste, the 36002 has capabilities that

Picard and the team could have only dreamed of.

We weren't interested in building a sub that was just an elevator to the bottom

and back up again.

We had to build a vehicle that was capable of conducting actual meaningful

on the bottom.

It's this guiding principle that's driven Patrick and the team to create a

submersible that is far more capable than anything that preceded it.

One of the things you'll notice when you look at the submarine right away is

it's very tall.

And the reason it's like that is because the submarine has to transit vertically

through the water column a great distance, as much as seven miles.

It's a long way, and so we want to have the vehicle run very efficiently in the

vertical direction, both when it's diving and when it's returning back to

surface. And then if you come to the front, you'll notice there are three

viewports. That's where the pilot and the passenger can look out.

There's a manipulator arm, which is the device that's used to interact with the

environment. If you want to collect samples, if you want to recover

it also has lighting and camera systems because, of course, when you get to

great depth, one of the things is a complete absence of light.

Sixty years after the Trieste, engineers have also managed to design a modern

solution to the deep water buoyancy problem faced by PICAR.

The way this vehicle differs from the Trieste is we don't have to use gasoline

for buoyancy.

We have this wonderful material called syntactic foam.

Strong enough to be unaffected by the pressure, the syntactic foam modules on

the 36002 are a lightweight solution to the buoyancy problem.

It's a strong material. It can be cut and shaped to create the complex

structural. shape that this vehicle has that allows it to travel through the

water column very quickly.

On the surface, the 36002 is kept positively buoyant thanks to almost 2

gallons of syntactic foam and two air -filled ballast tanks.

To descend, the tanks are flooded and the descent begins.

As they approach the bottom, the pilot releases steel waste.

balancing the vessel's buoyancy until it floats just above the ocean floor.

When it's time to ascend, the remaining steel is dropped and the submarine

returns to the surface.

It's the cutting -edge syntactic foam that helps pilots maintain depth control

in some of the most perilous places on Earth.

You can do the same thing we talked about, setting up your balance so you're

meters off.

This is unknown terrain just to avoid the possibility you end up crashing it.

Because, I mean, I've seen boulders, you know, that are 1 ,500 feet tall.

I think we just need to be super cautious and see our altitude.

Syntactic foam has contributed to making this one of the most remarkable

vehicles that has ever been conceived.

The team may have designed one of the most cutting -edge submersibles on the

planet, but descending deeper than anyone in history presents some enormous

engineering challenges.

It has to be very precise.

If you deviate from that, it creates a pressure spot and could be prone to

collapse. For a solution, they must turn to the great innovations of the past.

It's absolutely incredible to see it happening. It's like squashing a piece

foam by hand.

This is the Triton 36002.

Designed to venture to the most inhospitable underwater locations on the

it's a game -changing feat of engineering.

Capable of transporting two people to a depth of 36 ,000 feet.

Protecting the occupants from the crushing force outside is a three -and

-half -inch -thick pressure vessel.

that must withstand the equivalent weight of 291 jumbo jets.

Having been involved with the design of the pressure vessel from point of

concept, Patrick Leahy knows this cutting edge cockpit better than most.

Welcome to the limiting factor interior.

You can see the pressure hull.

There's a bank of oxygen bottles that are above here.

Over here we have ballast control and life support panel, and this is the

control joystick.

This is the interface between the pilot and the propulsion system.

The interior of the vessel is outfitted for comfort and ease of operation.

But the carefully engineered exterior is what allows this submarine to explore

the ocean's deepest regions.

So as you glide deeper, you know, the pressure increases.

Full ocean depth, we're at about 15 ,000 psi per square inch on the vessel.

The task of maintaining this critical component falls to industrial designer

Kelvin McGee.

So the best shape for the pressure vessel is a perfect brown ball.

So it's got equal pressure exerting on all sides at all times. It has to be

precise. If you deviate from that, it creates a pressure spot and could be

to collapsing. So it has to be absolute perfect.

But getting it right is an enormous challenge.

Boy, turning chunks of metal into a perfect sphere is very difficult.

It was like 0 .1 % of a millimeter that it had to be within that tolerance.

If we had a weakness or a design flaw in the metal, it's prone to failure. And

failure is just not an option.

To create the perfect metal sphere, the team must draw inspiration from an

innovation born in the Industrial Revolution.

In the suburbs of Cleveland.

So, we're heating up some bars of steel here to about 1 ,000 degrees C.

This will make the metal a lot more malleable, easy to work with.

Mechanical engineer Jennifer Kadloek is discovering the secrets behind a

profession that dates back millennia.

The heat changes the structure so that I can simply strike it with a hammer and

bend it right into shape.

This process is fine when you're making small parts in small numbers, but during

the Industrial Revolution, when there was a high demand for much larger parts,

doing things by hand like this just wasn't going to work.

Fortunately, one man devised the solution.

In 1795, British engineer Joseph Brahma patented a new type of press.

One that replaced muscle power with hydraulic pressure.

Allowing machines to apply more force than ever before.

And at the Helmut Aerospace Plant.

Wow, I can't believe I'm actually inside of here. It's absolutely amazing.

Jennifer is witnessing Brahma's invention brought to life on an epic

This is a 3 ,000 -ton hydraulic press.

Oh, I can feel the heat coming off that metal.

Used to create giant metal parts for the aviation industry.

It's based on Brahma's original design.

Just like at the blacksmith, the ingot is heated up, it's compressed with the

machine instead of hitting it with a hammer.

At full power, this press can apply a force equivalent to the weight of three

Boeing 747 jet, shaping and flattening giant pieces of aluminum with ease.

It's absolutely incredible to see it happening.

It's like squashing a piece of foam by hand.

And even though it's been well over 100 years since Brahma first patented the

idea, the hydraulic press and system still works the same today.

To demonstrate the engineering behind it, Jennifer has prepared an experiment.

All right, so here we have a scale model of the hydraulic press.

We have small cylinders that pump fluid to a larger cylinder.

And in doing this, the fluid can't be compressed like a gas.

It'll just take all the load and the pressure and transfer it from the small

cylinder to the large cylinder.

The one disadvantage, though, that I have is you'll see how many times that I

have to move this cylinder in order to compress it, but I can easily squish

orange flat.

So this is what we call mechanical advantage.

On the 3 ,000 -ton press, this mechanical advantage is created in the

But instead of building up the pressure by hand, fluid is passed between two

sets of electrically powered pumps.

So here we are in the pump room.

As you can see, there's some smaller pumps in the back that fill up the

pumps, and that's what allows us to create the enormous amount of force when

close a forging press.

Each one carries an equal amount of load. We have three large pumps, just

a ton each.

The hydraulic press is an invention which has revolutionized manufacturing.

And by increasing the size of the components, Brahma's design can be

to create a machine of astronomical proportions.

This is absolutely astounding.

It is totally huge, this press.

Standing almost 100 feet high and weighing 300 tons, the plant's 50 ,000

press is one of the largest on the planet.

Now, if you think of an automobile that's about a ton, and you were to

them one on top of the other, you can have a stack that's 36 miles tall to

create the equivalent amount of force or pressure that this machine exerts.

Centuries after the idea was conceived, the hydraulic press continues to shape

the world around us.

Brahma's invention is really a foundation in the Industrial Revolution.

It allowed us to form... large metal parts using machines rather than

And this is really the basis for hydraulic systems today.

Without the mechanical advantage of the hydraulic press, vessels like the

limiting factor would be impossible today to shape one of the toughest, most

high -tech submersibles in the world.

That thick piece of titanium within minutes formed into what was the start

the submersible.

It's an amazing thing to see.

You know, there's flames, there's smoke, there's steam.

The team will need to use Brahma's innovation on a gargantuan scale.

Almost 5 ,000 feet beneath the Pacific Ocean, Patrick and Tim are piloting the

ultra -advanced submersible Triton 36002.

They have just reached the midpoint of their training dive.

Just very slowly.

This thing is massively more powerful than you give it credit for.

Protecting them from the crushing pressure outside is a metal sphere

with a hydraulic press based on Brahma's revolutionary design.

So now what we're going to do is we're just going to make a nice, careful

approach.

Yeah, there's the bottom.

Surface, LF, depth, 1, 5, 4, 5, heading

1, 0, 0, life support, good, over.

Having been involved with the project since the outset, industrial designer

Kelvin McGee watched this vital component take shape.

So this is the pressure vessel, and it actually sits quite low in the

submersible. And this is what keeps everybody healthy and happy as they dive

down. And, yeah, it's our little baby.

It started its life as a flat piece of titanium.

At this forging plant in Wisconsin, two giant titanium ingots that will each go

on to form the two halves of the pressure vessel are heated to over 900

Fahrenheit to make them malleable.

We constructed it from titanium because it's a very, very strong material, and

it'll hold the pressure quite comfortably at the depths that we were

through.

To create the spherical form the team is looking for, a hydraulic press is

fitted with a specially designed die.

Once the ingot loaded into it, you know, the hydraulic press came down.

When it pressed down onto the ingot, it actually formed around that dome.

And then we started the initial forming of each hemisphere.

It's an amazing thing to see.

You know, there's flames, there's smoke, there's steam.

And to see how that thick piece of titanium is, you know, within minutes

into what was the start of the submersible, it was absolutely

Once cool, the two hemispheres are machined by a computer -guided lathe to

accuracy of within 99 .933 % of true spherical form.

I think it was like 1 % of 1 millimeter.

You know, that had to be perfectly precise.

Once complete, the team faces the challenge of joining the two hemispheres

together without creating a weak point that could potentially rupture as the

vessel dives.

It's actually bolted together because when you start welding on metals, it

actually changes the structure of the metal.

It can become more brittle.

And then, yeah, you're down deep until you find that flaw. You can't see it.

There's 24 bolts around this that hold it into place, and each one of them is a

titanium bolt and a titanium bracket that actually bolts onto each

and then they're bolted together. So it's a metal -to -metal seal, and this

why the machining has to be so perfect.

To put this to the test, the completed pressure vessel is flown to the Krylov

State Research Center in St. Petersburg, Russia.

At this unique facility, the team is able to test the hull to its target

of 36 ,000 feet and beyond.

Once unloaded, the pressure vessel is lowered deep inside the test chamber,

which has been sealed tightly shut, filled

with water, and the pressure is gradually increased.

All the way up to the equivalent of being at almost 46 ,000 feet deep.

About 10 ,000 feet deeper than the team's target.

Looking good, man.

Yeah, man.

Great. Have a submarine.

The engineering had to be checked and double -checked and triple -checked, and

it had to be tested and tested and tested.

The capability of this thing is just incredible.

Deep in the Pacific Ocean, Patrick and Tim have completed today's training,

having exercised some of the vessel's extensive abilities.

Surface, surface, LF.

We are requesting permission to drop the surfacing weight.

They are now preparing to make their ascent.

Surfacing weight has been dropped.

Freeboard weight has been released.

And then I recommend ditching the rest of your DBT weights. You only have two

each side.

By releasing the remaining dive weights, the vessel becomes positively buoyant

and is free to slowly rise to the surface.

But the limiting factor is designed to explore unknown expanses of deep oceans.

Unforeseen problems like a sudden loss of power or a medical emergency could

prove deadly.

There is no chance of surface rescue as there is no vehicle capable of reaching

the limiting factor on the bottom.

In order to devise a fail -safe ascent mechanism, engineers must turn to the

pioneers of the past.

The limiting factor is a game -changing submarine, capable of exploring the

ocean's most remote depths.

But to keep the vessel two -man crew safe, the design team needs a way to

guarantee an automatic ascent in case of emergency.

In the event that there is a full power loss at the bottom of the ocean,

generally that would be a very big issue.

It's a situation electronics technician Shane Eigler must prepare for.

There is no chance of surface rescue as there is no vehicle capable of reaching

the limiting factor on the bottom.

So we had to engineer a way for the submersible to basically offend itself

its own control without any interaction from the pilot.

To overcome this life or death problem, engineers must look to the innovations

of the past for inspiration.

Volunteer streetcar operator Eric Madison is at the National Capitol

Museum.

This is actually a lot of fun.

Discovering how an engineering innovation from the 1800s helped make

streets in Washington, D .C. a safer place to be.

Operating a streetcar on a city street, it's kind of challenging.

You had to have really good senses and good eyes because you never knew when

had to make a sudden stop.

Streets packed with pedestrians, horses, and cars all presented potential

hazards that might require the operator to come to a sudden stop.

But the mechanical brakes on streetcars like this one couldn't always stop the

vehicle in time to avoid catastrophe.

Okay.

It's gone.

Release the brake. We're about to take off.

To demonstrate, Eric is heading down the track at full speed.

Once in line with the green flag.

He'll hit the brakes and see how far it takes to come to a complete stop.

Okay, so for a little frame of reference, 1101 is 44 feet long. So if

down here to the green flag where I began the braking application to this

here, we've covered roughly about two car lengths. So it demonstrates that

mechanical brakes would not be enough to stop this car in an emergency

situation.

Luckily, a solution can be found in an unlikely innovation from the past.

In 1825, English physicist and inventor William Sturgeon devised a method to

improve the capability of a magnet.

His invention relied on the principle of electromagnetism.

When an electrical circuit is made, an almost imperceptible magnetic field is

generated.

Sturgeon discovered that by wrapping copper wire around an iron core, he

enhance and concentrate this field.

and by switching the current on and off, he created the world's first

electromagnet.

Underneath car 1101, four high -power electromagnetic track brakes provide the

perfect solution for emergency braking.

To put the theory into practice, Eric is going to repeat the experiment, this

time with the help of the electromagnetic brakes.

So I'm going to try to get the car up to as fast as speed as I can.

Go through the switch.

Forward.

Passing line for 50.

And take the car.

All right, so you can see that from the green flag to where I stopped, it's

about... Half a car length, so it's about half the length of where I stopped

the original brake test. So it really demonstrates just how important it is to

have the electromagnetic track brake in an emergency situation.

Sturgeon's invention revolutionized the engineering world.

Today's modern streetcar and light rail vehicles still use the electromagnet for

emergency stopping.

But beyond transit... The electromagnet also has other uses, from MRI machines

to cranes and computers, so it's hard to underestimate their impact in today's

modern world.

From bustling urban transit systems to the most inaccessible depths of the

ocean, the engineers behind Triton 36002.

will need to draw inspiration from Sturgeon's groundbreaking

brake technology and reimagine it to give this record -breaking submersible a

foolproof rescue system.

The emergency systems on this vehicle are extreme.

Hopefully we never have to use them.

19th century physicist William Sturgeon devised the first electromagnet in 1825.

And it still has far -reaching applications today.

From mass transit to medical technology to power tool, this technology is often

used as a fail -safe to keep people safe around heavy machinery.

Back on board in Hawaii, the Triton 36002 design team has taken Sturgeon's

electromagnet and created a life -saving piece of cutting -edge engineering.

So what we have is two sets of roughly 40 kilogram weights, bar weights that go

in here, and they are held onto the sub by this magnetic release system right

here.

So this is in the locked position.

If the pilot does lose power to the submarine, the magnetic power is cut,

will release, weights will fall out of the bottom of the submarine.

So the submarine will surface even without the pilot being able to control

As the submarine's syntactic foam keeps it positively buoyant at all times, by

releasing the weights, the vessel is free to rise to the surface without the

need for any electrical power.

To date, we have not had any issues that require the pilot to activate any

systems in an emergency situation on the submarine.

He has completed all dives of his own accord, come home on his own, everything

intact, nothing released.

The emergency systems on this vehicle are extreme, but they're there, and

hopefully we never have to use them.

After two hours underwater, the training dive is now complete.

And Patrick and Tim are almost back at the surface.

Surface LF, tip 70 meters,

heading 045.

Okay, so now what you need to do is get ready with your pumps and with your

vertical thrusters.

And then vertical up.

Roger that.

Clear the surface.

Clear the surface.

Surfacing now.

Coming out.

Now you can turn your vertical pump.

Roger that. Thank you very much.

It's a feat of engineering few thought possible.

I am extremely proud to be a part of this project, a once -in -a -lifetime

opportunity that very few of us have got to experience, and I'm very thankful

and proud to be here.

By looking to great pioneers of the past for inspiration, adapting their ideas,

refining their design,

And overcoming monumental challenges.

We put our heart and soul into this thing, and to watch it leave the

and then to see it come back, it's an amazing feeling.

It's my baby.

Engineers have constructed something radical.

As far as I'm concerned, the Triton 36002, or the limiting factor, is by far

of the most significant oceanic creations ever.

And succeeded.

in making the impossible possible.

I am exceedingly proud to have been part of this project. It has been the

privilege of my life.

I don't know that I could top it.

Repair and Synchronization by Easy Subtitles Synchronizer 1.0.0.0