Renata Rojas is the latest person to testify who is connected to Titan owner OceanGate after an investigatory panel has listened to two days of testimony that raised questions about the company’s operations before the doomed mission. OceanGate co-founder Stockton Rush was among five people who died when the submersible imploded en route to the site of the Titanic wreck in June 2023.

Earlier this month, the Coast Guard opened a public hearing that is part of a high-level investigation into the cause of the implosion. The public hearing began on Sept. 16 and some of the testimony has focused on the troubled nature of the company.

During the hearing, former OceanGate operations director David Lochridge said he frequently clashed with Rush and felt the company was committed only to making money.

Atlantic Ocean Sep 17

A key employee says the Titan sub tragedy could have been prevented

Atlantic Ocean Sep 16

‘All good here' was 1 of the final texts sent from the doomed Titan submersible

“The whole idea behind the company was to make money,” Lochridge testified. “There was very little in the way of science.”

Also expected to testify on Thursday is former OceanGate scientific director Steven Ross. The hearing is expected to run through Friday with more witnesses still to come.

Lochridge and other witnesses have painted a picture of a company led by people who were impatient to get the unconventionally designed craft into the water. The deadly accident set off a worldwide debate about the future of private undersea exploration.

Coast Guard officials noted at the start of the hearing that the submersible had not been independently reviewed, as is standard practice. That and Titan’s unusual design subjected it to scrutiny in the undersea exploration community.

OceanGate, based in Washington state, suspended its operations after the implosion. The company has no full-time employees currently, but has been represented by an attorney during the hearing.

During the submersible’s final dive on June 18, 2023, the crew lost contact after an exchange of texts about the Titan’s depth and weight as it descended. The support ship Polar Prince then sent repeated messages asking if the Titan could still see the ship on its onboard display.

One of the last messages from Titan’s crew to Polar Prince before the submersible imploded stated, “all good here,” according to a visual recreation presented earlier in the hearing.

When the submersible was reported missing, rescuers rushed ships, planes and other equipment to an area about 435 miles (700 kilometers) south of St. John’s, Newfoundland. Four days later, wreckage of the Titan was subsequently found on the ocean floor about 330 yards (300 meters) off the bow of the Titanic, Coast Guard officials said. No one on board survived.

OceanGate said it has been fully cooperating with the Coast Guard and NTSB investigations since they began. The Titan had been making voyages to the Titanic wreckage site going back to 2021.

David Lochridge, OceanGate’s former operations director, said he felt let down by the Occupational Safety and Health Administration’s decision not to follow through on the complaint.

“I believe that if OSHA had attempted to investigate the seriousness of the concerns I raised on multiple occasions, this tragedy may have been prevented,” he said while speaking before a commission trying to determine what caused the Titan to implode en route to the wreckage of the Titanic last year, killing all five on board. “As a seafarer, I feel deeply disappointed by the system that is meant to protect not only seafarers but the general public as well.”

Lochridge said during testimony that eight months after he filed an OSHA complaint, a caseworker told him the agency had not begun investigating it yet and there were 11 cases ahead of his. By then, OceanGate was suing Lochridge and he had filed a countersuit.

About 10 months after he filed the complaint, he decided to walk away. The case was closed and both lawsuits were dropped.

“I gave them nothing, they gave me nothing,” he said of OceanGate.

OSHA officials did not immediately respond to a request for comment Tuesday.

Atlantic Ocean Sep 16

‘All good here' was 1 of the final texts sent from the doomed Titan submersible

Atlantic Ocean Jun 18

Undersea explorers mark a tragic day. Things to know about the Titan disaster anniversary

Earlier in the day, Lochridge said he frequently clashed with the company’s co-founder and felt the company was committed only to making money.

Lochridge was one of the most anticipated witnesses to appear before a commission. His testimony echoed that of other former employees Monday, one of whom described OceanGate head Stockton Rush as volatile and difficult to work with.

“The whole idea behind the company was to make money,” Lochridge said. “There was very little in the way of science.”

Rush was among the five people who died in the implosion. OceanGate owned the Titan and brought it on several dives to the Titanic going back to 2021.

Lochridge’s testimony began a day after other witnesses painted a picture of a troubled company that was impatient to get its unconventionally designed craft into the water. The accident set off a worldwide debate about the future of private undersea exploration.

Lochridge joined the company in the mid-2010s as a veteran engineer and submersible pilot and said he quickly came to feel he was being used to lend the company scientific credibility. He said he felt the company was selling him as part of the project “for people to come up and pay money,” and that did not sit well with him.

“I was, I felt, a show pony,” he said. “I was made by the company to stand up there and do talks. It was difficult. I had to go up and do presentations. All of it.”

Lochridge referenced a 2018 report in which he raised safety issues about OceanGate operations. He said with all of the safety issues he saw “there was no way I was signing off on this.”

Asked whether he had confidence in the way the Titan was being built, he said: “No confidence whatsoever.”

Employee turnover was very high at the time, said Lochridge, and leadership dismissed his concerns because they were more focused on “bad engineering decisions” and a desire to get to the Titanic as quickly as possible and start making money. He eventually was fired after raising the safety concerns, he said.

“I didn’t want to lose my job. I wanted to do the Titanic. But to dive it safely. It was on my bucket list, too,” he said.

OceanGate, based in Washington state, suspended its operations after the implosion.

OceanGate’s former engineering director, Tony Nissen, kicked off Monday’s testimony, telling investigators he felt pressured to get the vessel ready to dive and refused to pilot it for a journey several years before Titan’s last trip. Nissen worked on a prototype hull that predated the Titanic expeditions.

“‘I’m not getting in it,’” Nissen said he told Rush.

OceanGate’s former finance and human resources director, Bonnie Carl, testified Monday that Lochridge had characterized the Titan as “unsafe.”

Coast Guard officials noted at the start of the hearing that the submersible had not been independently reviewed, as is standard practice. That and Titan’s unusual design subjected it to scrutiny in the undersea exploration community.

During the submersible’s final dive on June 18, 2023, the crew lost contact after an exchange of texts about the Titan’s depth and weight as it descended. The support ship Polar Prince then sent repeated messages asking if the Titan could still see the ship on its onboard display.

One of the last messages from Titan’s crew to Polar Prince before the submersible imploded stated, “all good here,” according to a visual re-creation presented earlier in the hearing.

When the submersible was reported overdue, rescuers rushed ships, planes and other equipment to an area about 435 miles (700 kilometers) south of St. John’s, Newfoundland. Wreckage of the Titan was subsequently found on the ocean floor about 330 yards (300 meters) off the bow of the Titanic, Coast Guard officials said.

Scheduled to appear later in the hearing are OceanGate co-founder Guillermo Sohnlein and former scientific director, Steven Ross, according to a list compiled by the Coast Guard. Numerous guard officials, scientists, and government and industry officials are also expected to testify. The U.S. Coast Guard subpoenaed witnesses who were not government employees, said Coast Guard spokesperson Melissa Leake.

Among those not on the hearing witness list is Rush’s widow, Wendy Rush, the company’s communications director. Lochridge said Wendy Rush had an active role in the company when he was there.

Asked about Wendy Rush’s absence, Leake said the Coast Guard does not comment on the reasons for not calling specific individuals to a particular hearing during ongoing investigations. She said it’s common for a Marine Board of Investigation to “hold multiple hearing sessions or conduct additional witness depositions for complex cases.”

OceanGate has no full-time employees at this time but will be represented by an attorney during the hearing, the company said in a statement. The company said it has been fully cooperating with the Coast Guard and NTSB investigations since they began.

The ongoing Marine Board of Investigation is the highest level of marine casualty investigation conducted by the Coast Guard. When the hearing concludes, recommendations will be submitted to the Coast Guard’s commandant. The National Transportation Safety Board is also conducting an investigation.

The U.S. Coast Guard presented the animation Monday on the first day of what is expected to be a two-week hearing on the causes of the implosion. Crew aboard the Titan were communicating via text messages with staff aboard the support ship Polar Prince, according to the presentation.

The crew lost contact after an exchange of texts about the submersible’s depth and weight as it descended. The Polar Prince then sent repeated messages asking if the Titan could still see the ship on its onboard display. One of Titan’s final responses, which became spotty as it descended, was “all good here.”

The Titan imploded on June 18, 2023, setting off a worldwide debate about the future of private undersea exploration.

The submersible was left exposed to the elements while in storage for seven months in 2022 and 2023, Coast Guard representatives said in their initial remarks Monday. The hull was also never reviewed by any third parties as is standard procedure, they said. That and its unconventional design subjected the Titan to scrutiny in the undersea exploration community.

The hearing’s first witness, OceanGate’s former engineering director, Tony Nissen, testified Monday that he felt rushed to start operations during his time with the company. When asked if there was pressure to get the Titan into the water, he responded “100%.”

The marine board also asked Nissen if he felt that the pressure compromised safety decisions and testing. After a long pause, he responded, “No. … That’s a difficult question to answer, because given infinite time and infinite budget, you could do infinite testing.”

Atlantic Ocean Jun 18

Undersea explorers mark a tragic day. Things to know about the Titan disaster anniversary

Atlantic Ocean Jun 17

A year after the Titan's tragic dive, deep-sea explorers vow to pursue ocean's mysteries

Nissen also noted that the Titan was struck by lightning during a test mission in 2018, and that might have compromised its hull. He said he was fired in 2019, the same year he wouldn’t let the submersible go to the Titanic. He said he also told Rush the Titan was “not working like we thought it would.”

The former engineering director said the submersible later went through other tests and adjustments before its subsequent dives to the Titanic. However, he said he didn’t trust the operations staff and testified that when Stockton asked him to pilot the submersible, he replied: “I’m not getting in it.”

Rush could be difficult to work for and was often very concerned with costs and project schedules, among other issues, Nissen testified. He said Rush would fight for what he wanted, which often changed day to day. He added that he tried to keep his clashes with Rush behind closed doors so that others in the company wouldn’t be aware.

“Most people would eventually just back down to Stockton,” he said.

The ongoing Marine Board of Investigation is the highest level of marine casualty investigation conducted by the Coast Guard. When the hearing concludes, recommendations will be submitted to the Coast Guard’s commandant. The National Transportation Safety Board is also conducting an investigation.

“There are no words to ease the loss endured by the families impacted by this tragic incident,” said Jason Neubauer of the Coast Guard Office of Investigations, who led the hearing. “But we hope that this hearing will help shed light on the cause of the tragedy and prevent anything like this from happening again.”

Among those killed was Stockton Rush, co-founder of OceanGate, the Washington state company that owned the Titan. The company suspended operations after the implosion.

Also scheduled to speak were the company’s former finance director, Bonnie Carl; and former contractor Tym Catterson.

Some key OceanGate representatives are not scheduled to testify. They include Rush’s widow, Wendy Rush, who was the company’s communications director.

The Coast Guard does not comment on the reasons for not calling specific individuals to a particular hearing during ongoing investigations, said Melissa Leake, a spokesperson for the Coast Guard. She added that it’s common for a Marine Board of Investigation to “hold multiple hearing sessions or conduct additional witness depositions for complex cases.”

Scheduled to appear later in the hearing are OceanGate co-founder Guillermo Sohnlein; former operations director, David Lochridge; and former scientific director, Steven Ross, according to a list compiled by the Coast Guard. Numerous guard officials, scientists, and government and industry officials are also expected to testify. The U.S. Coast Guard subpoenaed witnesses who were not government employees, Leake said.

OceanGate has no full-time employees at this time but will be represented by an attorney during the hearing, the company said in a statement. The company has been fully cooperating with the Coast Guard and National Transportation Safety Board investigations since they began, the statement said.

The implosion also killed veteran Titanic explorer Paul-Henri Nargeolet; two members of a prominent Pakistani family, Shahzada Dawood and his 19-year-old son Suleman Dawood; and British adventurer Hamish Harding.

The Titan lost contact with its support vessel about two hours after it made its final dive later. When it was reported overdue, rescuers rushed ships, planes and other equipment to an area about 435 miles (700 kilometers) south of St. John’s, Newfoundland.

The search for the submersible attracted worldwide attention, as it became increasingly unlikely that anyone could have survived the implosion. Wreckage of the Titan was subsequently found on the ocean floor about 330 yards (300 meters) off the bow of the Titanic, Coast Guard officials said.

The time frame for the investigation was initially a year, but the inquiry has taken longer. The Coast Guard said in July that the hearing would delve into “all aspects of the loss of the Titan,” including both mechanical considerations as well as compliance with regulations and crewmember qualifications.

The Titan had been making voyages to the Titanic wreckage site going back to 2021.

RMS Titanic Inc., a Georgia-based company that holds the legal rights to the 112-year-old wreck, has completed its first trip since 2010 and released images from the expedition on Monday. The pictures show a site that continues to change more than a century later.

The trip to the remote corner of the North Atlantic Ocean where the Titanic sank happened as the U.S. Coast Guard investigates the June 2023 implosion of the Titan, an experimental submersible owned by a different company. The Titan submersible disaster killed all five people on board, including Paul-Henri Nargeolet, who was director of underwater research for RMS Titanic.

The findings from this summer’s trip “showcase a bittersweet mix of preservation and loss,” RMS Titanic said in a statement. A highlight was the rediscovery of the statue “Diana of Versaille,” last seen in 1986, and the statue now has a clear and updated image, the company said.

Atlantic Ocean Jun 17

A year after the Titan's tragic dive, deep-sea explorers vow to pursue ocean's mysteries

Atlantic Ocean Jun 18

Undersea explorers mark a tragic day. Things to know about the Titan disaster anniversary

On a sadder note, a significant section of the railing that surrounds the ship bow’s forecastle deck has fallen, RMS Titanic said. The railing still stood as recently as 2022, the company said.

“The discovery of the statue of Diana was an exciting moment. But we are saddened by the loss of the iconic Bow railing and other evidence of decay which has only strengthened our commitment to preserving Titanic’s legacy,” said Tomasina Ray, director of collections for RMS Titanic.

The crew spent 20 days at the site and returned to Providence, Rhode Island, on Aug. 9. They captured more than 2 million of the highest resolution pictures of the site ever to exist, the company said.

The team also fully mapped the wreck and its debris field with equipment that should improve understanding of the site, RMS Titanic said. The next step is to process the data so it can be shared with the scientific community, and so “historically significant and at-risk artifacts can be identified for safe recovery in future expeditions,” the company said in a statement.

The company said prior to the expedition that it had an especially important mission in the wake of Nargeolet’s death.

The Coast Guard’s investigation will be the subject of a public hearing later in September.

Nargeolet’s family filed a wrongful death lawsuit against the Titan sub’s operator OceanGate, which suspended operations after the implosion. OceanGate has not commented publicly on the lawsuit, which was filed in a Washington state court.

Paul-Henri Nargeolet was among five people who died when the Titan submersible imploded during a voyage to the famed Titanic wreck site in the North Atlantic in June 2023. No one survived the trip aboard the experimental submersible owned by OceanGate, a company in Washington state that has since suspended operations.

Known as “Mr. Titanic,” Nargeolet had visited the Titanic site many times before and was regarded as one of the world’s most knowledgeable people about the famous wreck. Attorneys for his estate said in an emailed statement that the “doomed submersible” had a “troubled history,” and that OceanGate failed to disclose key facts about the vessel and its durability.

“The lawsuit further alleges that even though Nargeolet had been designated by OceanGate to be a member of the crew of the vessel, many of the particulars about the vessel’s flaws and shortcomings were not disclosed and were purposely concealed,” the attorneys, the Buzbee Law Firm of Houston, Texas, said in their statement.

A spokesperson for OceanGate declined to comment on the lawsuit, which was filed Tuesday in King County, Washington.

Tony Buzbee, one of the attorneys on the case, said one of the goals of the lawsuit is to “get answers for the family as to exactly how this happened, who all were involved, and how those involved could allow this to happen.”

Concerns were raised in the aftermath of the disaster about whether the Titan was doomed due to its unconventional design and its creator’s refusal to submit to independent checks that are standard in the industry. Its implosion also raised questions about the viability and future of private deep-sea exploration.

The U.S. Coast Guard quickly convened a high-level investigation, which is still ongoing. A key public hearing that is part of the investigation is scheduled to take place in September.

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The Titan made its last dive on June 18, 2023, a Sunday morning, and lost contact with its support vessel about two hours later. After a search and rescue mission that drew attention around the world, the wreckage of the Titan was found on the ocean floor about 984 feet off the bow of the Titanic, about 435 miles south of St. John’s, Newfoundland.

OceanGate CEO and cofounder Stockton Rush was operating the Titan when it imploded. In addition to Rush and Nargeolet, the implosion killed British adventurer Hamish Harding and two members of a prominent Pakistani family, Shahzada Dawood and his son Suleman Dawood.

The company that owns the salvage rights to the Titanic is in the midst of its first voyage to the wreckage site in years. Last month, RMS Titanic Inc., a Georgia-based firm, launched its first expedition to the site since 2010 from Providence, Rhode Island.

Nargeolet was director of underwater research for RMS Titanic. His estate’s attorneys described him as a seasoned veteran of underwater exploration who would not have participated in the Titan expedition if the company had been more transparent.

Tuesday marks one year since the Titan vanished on its way to the historic wreckage site. After a five-day search that captured the world’s attention, officials said the craft had been destroyed and all five people on board killed.

The U.S. Coast Guard quickly convened a high-level investigation into what happened. Concerns leading up to the investigation included the Titan’s unconventional design and its creator’s decision to forgo standard independent checks.

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A look at the one-year anniversary of the Titan tragedy:

The investigation is taking longer than expected

Coast Guard officials said in a statement last week that they would not be ready to release the results of their investigation by the anniversary. A public hearing to discuss the findings won’t happen for at least two more months, they said.

Investigators “are working closely with our domestic and international partners to ensure a comprehensive understanding of the incident,” Marine Board of Investigation Chair Jason Neubauer said, describing the inquiry as a “complex and ongoing effort.”

The Titan was owned by a company called OceanGate, which suspended its operations last July, not long after the tragedy. OceanGate said in a Tuesday statement that it “has ceased all operations and is continuing to cooperate with authorities, including the U.S. Coast Guard, in their investigations.” The company also said in its statement that it expresses “our deepest condolences to their families and loved ones, as well as everyone impacted by this tragedy.”

The Titan made its last dive on June 18, 2023, a Sunday morning, and lost contact with its support vessel about two hours later. When it was reported overdue that afternoon, rescuers rushed ships, planes and other equipment to the area, about 435 miles (700 kilometers) south of St. John’s, Newfoundland. The Transportation Safety Board of Canada said Monday that there are other submersibles operating within Canadian waters, some of which are not registered with any country.

In addition to OceanGate co-founder Stockton Rush, the implosion killed two members of a prominent Pakistani family, Shahzada Dawood and his son Suleman Dawood; British adventurer Hamish Harding; and Titanic expert Paul-Henri Nargeolet.

Remembering those who died

David Concannon, a former adviser to OceanGate, said he will mark the anniversary privately with a group of people who were involved with the company or the submersible’s expeditions over the years, including scientists, volunteers and mission specialists.

Harding and Nargeolet were members of The Explorers Club, a professional society dedicated to research, exploration and resource conservation.

“Then, as now, it hit us on a personal level very deeply,” the group’s president, Richard Garriott, said in an interview last week.

Garriott said there will be a remembrance celebration for the Titan victims this week in Portugal at the annual Global Exploration Summit.

The tragedy won’t stop deep-sea exploration

The Georgia-based company that owns the salvage rights to the Titanic plans to visit the sunken ocean liner in July using remotely operated vehicles, and a real estate billionaire from Ohio has said he plans a voyage to the shipwreck in a two-person submersible in 2026.

Several deep-sea explorers told The Associated Press that the Titan disaster shook the worldwide community of explorers, but it remains committed to continuing its missions to expand scientific understanding of the ocean.

Garriott believes the world is in a new golden age of undersea exploration, thanks to technological advances that have opened frontiers and provided new tools to more thoroughly study already visited places. The Titan tragedy hasn’t tarnished that, he said.

“Progress continues,” he said. “I actually feel very comfortable and confident that we will now be able to proceed.”

Veteran deep-sea explorer Katy Croff Bell said the Titan implosion reinforced the importance of following industry standards and performing rigorous testing. But in the industry as a whole, “the safety track record for this has been very good for several decades,” said Bell, president of Ocean Discovery League, a nonprofit organization.

Tuesday marks one year since the Titan vanished on its way to the historic wreckage site in the North Atlantic Ocean. After a five-day search that captured attention around the world, authorities said the vessel had been destroyed and all five people on board had died.

Concerns have been raised about whether the Titan was destined for disaster because of its unconventional design and its creator’s refusal to submit to independent checks that are standard in the industry. The U.S. Coast Guard quickly convened a high-level investigation into what happened, but officials said the inquiry is taking longer than the initial 12-month time frame, and a planned public hearing to discuss their findings won’t happen for at least another two months.

Meanwhile, deep-sea exploration continues. The Georgia-based company that owns the salvage rights to the Titanic plans to visit the sunken ocean liner in July using remotely operated vehicles, and a real estate billionaire from Ohio has said he plans a voyage to the shipwreck in a two-person submersible in 2026. Numerous ocean explorers told The Associated Press they are confident undersea exploration can continue safely in a post-Titan world.

“It’s been a desire of the scientific community to get down into the ocean,” said Greg Stone, a veteran ocean explorer and friend of Titan operator Stockton Rush, who died in the implosion. “I have not noticed any difference in the desire to go into the ocean, exploring.”

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OceanGate, a company co-founded by Rush that owned the submersible, suspended operations in early July. A spokesperson for the company declined to comment.

David Concannon, a former adviser to OceanGate, said he will mark the anniversary privately with a group of people who were involved with the company or the submersible’s expeditions over the years, including scientists, volunteers and mission specialists. Many of them, including those who were on the Titan support ship Polar Prince, have not been interviewed by the Coast Guard, he said.

“The fact is, they are isolated and in a liminal space,” he said in an email last week. “Stockton Rush has been vilified and so has everyone associated with OceanGate. I wasn’t even there and I have gotten death threats. We support each other and just wait to be interviewed. The world has moved on … but the families and those most affected are still living with this tragedy every day.”

The Titan had been chronicling the Titanic’s decay and the underwater ecosystem around the sunken ocean liner in yearly voyages since 2021.

The craft made its last dive on June 18, 2023, a Sunday morning, and lost contact with its support vessel about two hours later. When it was reported overdue that afternoon, rescuers rushed ships, planes and other equipment to the area, about 435 miles (700 kilometers) south of St. John’s, Newfoundland.

The U.S. Navy notified the Coast Guard that day of an anomaly in its acoustic data that was “consistent with an implosion or explosion” at the time communications between the Polar Prince and the Titan were lost, a senior Navy official later told The Associated Press. The official spoke on condition of anonymity to discuss sensitive technology.

Any sliver of hope that remained for finding the crew alive was wiped away on June 22, when the Coast Guard announced that debris had been found near the Titanic on the ocean floor. Authorities have since recovered the submersible’s intact endcap, debris and presumed human remains from the site.

In addition to Rush, the implosion killed two members of a prominent Pakistani family, Shahzada Dawood and his son Suleman Dawood; British adventurer Hamish Harding; and Titanic expert Paul-Henri Nargeolet.

Harding and Nargeolet were members of The Explorers Club, a professional society dedicated to research, exploration and resource conservation.

“Then, as now, it hit us on a personal level very deeply,” the group’s president, Richard Garriott, said in an interview last week. “We knew not only all the people involved, but even all the previous divers, support teams, people working on all these vessels — those were all either members of this club or well within our network.”

Garriott believes even if the Titan hadn’t imploded, the correct rescue equipment didn’t get to the site fast enough. The tragedy caught everyone from the Coast Guard to the ships on site off guard, underscoring the importance of developing detailed search and rescue plans ahead of any expedition, he said. His organization has since created a task force to help others do just that.

“That’s what we’ve been trying to really correct, to make sure that we know exactly who to call and exactly what materials need to be mustered,” he said.

Garriott believes the world is in a new golden age of exploration thanks to technological advances that have opened frontiers and provided new tools to more thoroughly study already visited places. The Titanic tragedy hasn’t tarnished that, he said.

Veteran deep-sea explorer Katy Croff Bell agrees. The Titan implosion reinforced the importance of following industry standards and performing rigorous testing, but in the industry as a whole, “the safety track record for this has been very good for several decades,” said Bell, president of Ocean Discovery League, a nonprofit organization focused on making deep-sea investigation less expensive and more accessible.

Garriott said there will be a remembrance celebration for the Titan victims this week in Portugal at the annual Global Exploration Summit.

“Progress continues,” he said. “I actually feel very comfortable and confident that we will now be able to proceed.”

___

Ramer reported from Concord, New Hampshire.

Renata Rojas is the latest person to testify who is connected to Titan owner OceanGate after an investigatory panel has listened to two days of testimony that raised questions about the company’s operations before the doomed mission. OceanGate co-founder Stockton Rush was among five people who died when the submersible imploded en route to the site of the Titanic wreck in June 2023.

Earlier this month, the Coast Guard opened a public hearing that is part of a high-level investigation into the cause of the implosion. The public hearing began on Sept. 16 and some of the testimony has focused on the troubled nature of the company.

During the hearing, former OceanGate operations director David Lochridge said he frequently clashed with Rush and felt the company was committed only to making money.

Atlantic Ocean Sep 17

A key employee says the Titan sub tragedy could have been prevented

Atlantic Ocean Sep 16

‘All good here' was 1 of the final texts sent from the doomed Titan submersible

“The whole idea behind the company was to make money,” Lochridge testified. “There was very little in the way of science.”

Also expected to testify on Thursday is former OceanGate scientific director Steven Ross. The hearing is expected to run through Friday with more witnesses still to come.

Lochridge and other witnesses have painted a picture of a company led by people who were impatient to get the unconventionally designed craft into the water. The deadly accident set off a worldwide debate about the future of private undersea exploration.

Coast Guard officials noted at the start of the hearing that the submersible had not been independently reviewed, as is standard practice. That and Titan’s unusual design subjected it to scrutiny in the undersea exploration community.

OceanGate, based in Washington state, suspended its operations after the implosion. The company has no full-time employees currently, but has been represented by an attorney during the hearing.

During the submersible’s final dive on June 18, 2023, the crew lost contact after an exchange of texts about the Titan’s depth and weight as it descended. The support ship Polar Prince then sent repeated messages asking if the Titan could still see the ship on its onboard display.

One of the last messages from Titan’s crew to Polar Prince before the submersible imploded stated, “all good here,” according to a visual recreation presented earlier in the hearing.

When the submersible was reported missing, rescuers rushed ships, planes and other equipment to an area about 435 miles (700 kilometers) south of St. John’s, Newfoundland. Four days later, wreckage of the Titan was subsequently found on the ocean floor about 330 yards (300 meters) off the bow of the Titanic, Coast Guard officials said. No one on board survived.

OceanGate said it has been fully cooperating with the Coast Guard and NTSB investigations since they began. The Titan had been making voyages to the Titanic wreckage site going back to 2021.

Police in Suffolk County said a 63-year-old from Copiague went for a swim at Cedar Beach in Babylon around 5 a.m. When he went out into the open water, police said, he was pulled out by the current.

For the next five hours, the swimmer fought to stay above water without a flotation device to assist him. The department said he managed to recover a broken fishing pole and tie his shirt to it in an effort to flag down any passing watercraft.

The swimmer was eventually spotted some 2.5 miles down the coast from where he got into the water, police said. Two men aboard a vessel spotted the 63-year-old, pulled him aboard, and called for assistance over the radio.

The police department’s Marine Juliet vessel responded to the good Samaritans and recovered the swimmer, who they said was unable to stand and needed aid for hypothermia. Officers brought the man to shore, where he was treated by a medic from the U.S. Coast Guard and then taken to a hospital in West Islip.

The New Jersey Department of Environmental Protection’s Cooperative Coastal Monitoring Program (CCMP) tweeted Wednesday afternoon that resamples of more than a beaches put under advisories the day before came back within recreational standards.

The beaches would remain open and no further testing was required.

A beach in Atlantic City and several Cape May County beaches were among 13 Jersey Shore waterfront locations under put under an advisory Tuesday due to high fecal bacteria levels.

The New Jersey CCMP said Tuesday that 13 beaches in the Garden State were under an advisory “as a result of exceeding the primary recreation standard” after recent heavy rainfall.

Léelo en español aquí.

The Albany Avenue beach in Atlantic City, Atlantic County; Philadelphia beach in Cape May; and Hollywood beach in Wildwood Crest were among the Atlantic Ocean locations under the advisory. Beasley’s Point Beach in Upper Township and 57th Street Bay in Avalon were among the bayside beaches under advisory in Cape May County.

Water off beaches and bays in seven Ocean County locations, including Seaside Park, Point Pleasant and Lavallette, also tested above the state standard, officials said.

The beaches remained open as further testing was carried out.

What does a water safety advisory mean?

The state lays out what a water safety advisory means as they monitor about 195 ocean and 25 bay monitoring stations each week:

“Samples are analyzed for the presence of Enterococci, a type of bacteria found in animal and human waste that is an indicator of possible poor bathing water quality. The New Jersey State Sanitary Code requires that the concentration of bacteria not exceed 104 colonies of Enterococci bacteria per 100 milliliters of sample. An exceedance of this concentration may be harmful to human health (see our Health Risk Information section).”

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The beaches under the advisory — where swimming is still permitted — face another round of testing. Should that testing come back with unsafe levels of bacteria, the beaches will be closed.

“When a sample exceeds the state standard, a swimming advisory is issued and additional sampling is conducted and continues each day until the sample result is below 104 Enterococci/100 mL. If two consecutive daily samples exceed the standard, the bathing beach closes until sample results are below the standard.”

Poop-related water contamination is more common than you might want to believe.

About half of the beaches nationwide tested potentially unsafe last year due to fecal contamination levels with at least one day exceeding the EPA’s “Beach Action Value,” a preventative tool to measure bacteria, according to a report by Environment America.

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And that prompted a prickly question: After a sweeping search for the wealthy risktaker ended, who should foot the bill?

In recent days, the massive hunt for a submersible vehicle lost during a north Atlantic descent to explore the wreckage of the Titanic has refocused attention on that conundrum. And with rescuers and the public fixated first on saving and then on mourning those aboard, it has again made for uneasy conversation.

“Five people have just lost their lives and to start talking about insurance, all the rescue efforts and the cost can seem pretty heartless — but the thing is, at the end of the day, there are costs,” said Arun Upneja, dean of Boston University’s School of Hospitality Administration and a researcher on tourism.

“There are many people who are going to say, ‘Why should the society spend money on the rescue effort if (these people) are wealthy enough to be able to … engage in these risky activities?’”

That question is gaining attention as very wealthy travelers in search of singular adventures spend big to scale peaks, sail across oceans and blast off for space.

The U.S. Coast Guard declined Friday to provide a cost estimate for its efforts to locate the Titan, the submersible investigators say imploded not far from the world’s most famous shipwreck. The five people lost included a billionaire British businessman and a father and son from one of Pakistan’s most prominent families. The operator charged passengers $250,000 each to participate in the voyage.

“We cannot attribute a monetary value to Search and Rescue cases, as the Coast Guard does not associate cost with saving a life,” the agency said.

While the Coast Guard’s cost for the mission is likely to run into the millions of dollars, it is generally prohibited by federal law from collecting reimbursement related to any search or rescue service, said Stephen Koerting, a U.S. attorney in Maine who specializes in maritime law.

But that does not resolve the larger issue of whether wealthy travelers or companies should bear responsibility to the public and governments for exposing themselves to such risk.

“This is one of the most difficult questions to attempt to find an answer for,” said Pete Sepp, president of the National Taxpayers Union, noting scrutiny of government-funded rescues dating back to British billionaire Richard Branson’s hot air balloon exploits in the 1990s.

“This should never be solely about government spending, or perhaps not even primarily about government spending, but you can’t help thinking about how the limited resources of rescuers can be utilized,” Sepp said.

The demand for those resources was spotlighted in 1998 when Fossett’s attempt to circle the globe in a hot air balloon ended with a plunge into the ocean 500 miles off Australia. The Royal Australian Air Force dispatched a Hercules C-130 transport aircraft to find him. A French military plane dropped a 15-man life raft to Fossett before he was picked up by a passing yacht.

Critics suggested Fossett should pay the bill. He rejected the idea.

Late that same year the US Coast Guard spent more than $130,000 to rescue Fossett and Branson after their hot air balloon dropped into the ocean off Hawaii. Branson said he would pay if the Coast Guard requested it, but the agency didn’t ask.

Nine years later, after Fossett’s plane vanished over Nevada during what should have been a short flight, the state National Guard launched a months-long search that turned up the wreckage of several other decades-old crashes without finding the millionaire.

The state said the mission had cost taxpayers $685,998, with $200,000 covered by a private contribution. But when the administration of Gov. Jim Gibbons announced that it would seek reimbursement for the rest, Fossett’s widow balked, noting she had spent $1 million on her own private search.

“We believe the search conducted by the state of Nevada is an expense of government in performance of government action,” a lawyer wrote on behalf of the Fossett estate.

Risky adventurism is hardly unique to wealthy people.

The pandemic drove a surge in visits to places like national parks, adding to the popularity of climbing, hiking and other outdoor activities. Meanwhile, the spread of cellphones and service has left many feeling that if things go wrong, help is a call away.

Some places have laws commonly referred to as “stupid motorist laws,” in which drivers are forced to foot the emergency response bill when they ignore barricades on submerged roads. Arizona has such a law, and Volusia County in Florida, home to Daytona, enacted similar legislation this week. The idea of a similar “stupid hiker law” is a regularly debated item in Arizona as well, with so many unprepared people needing to be rescued in stifling triple-digit heat.

Most officials and volunteers who run search efforts are opposed to charging for help, said Butch Farabee, a former ranger who participated in hundreds of rescue operations at the Grand Canyon and other national parks and has written several books on the subject.

Searchers are concerned that if they did charge to rescue people “they won’t call for help as soon as they should and by the time they do it’s too late,” Farabee said.

The tradeoff is that some might take that vital aid for granted. Farabee recounts a call in the 1980s from a lawyer who underestimated the effort needed to hike out of the Grand Canyon. The man asked for a helicopter rescue, mentioning that he had an important meeting the following day. The ranger rejected that request.

But that is not an option when the lives of adventurers, some of them quite wealthy, are at extreme risk.

At Mount Everest, it can cost tens of thousands of dollars in permit and expedition fees to climb. A handful of people die or go missing while hiking the mountain every year — prompting emergency response from local officials.

While the government of Nepal requires that climbers have rescue insurance, the scope of rescue efforts can vary widely, with Upneja estimating that some could cost “multiple dozens of thousands of dollars.”

Nepal’s Ministry of Foreign Affairs did not respond to a message seeking comment.

On the high seas, wealthy yachtsmen seeking speed and distance records have also repeatedly required rescue when their voyages run astray.

When the yacht of Tony Bullimore, a British millionaire on a round-the-world journey, capsized 1,400 miles off the Australia Coast in 1997 it seemed he might be done for. Clinging to the inside of the hull, he ran out of fresh water and was almost out of air.

When a rescue ship arrived, he swam desperately toward the surface.

’I was starting to look back over my life and was thinking, ‘Well, I’ve had a good life, I’ve done most of the things I had wanted to,” Bullimore said afterward. “If I was picking words to describe it, it would be a miracle, an absolute miracle.′

Australian officials, whose forces rescued a French yachtsman the same week, were more measured in their assessment.

“We have an international legal obligation,” Ian McLachlan, the defense minister said. “We have a moral obligation obviously to go and rescue people, whether in bushfires, cyclones or at sea.”

Less was said, however, about the Australian government’s request to restrict the routes of yacht races — in hopes of keeping sailors to areas where they might require less rescuing.

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Associated Press writer David Sharp in Portland, Maine contributed to this story.