Great Maritime Quotes

[T]hen all collapsed, and the great shroud of the sea rolled on as it rolled five thousand years ago.

The soul, they say, is divine and the flesh is iniquity. But I am a musician and I ask this - without the wood and the strings of the violin, where would the sonata find form?

With this idea, being a man with long experience of the sea (and they certainly have a great advantage over other men in any sort of task)...

Many of those who elected to remain might have escaped. 'Chivalry' is a mild appellation for their conduct. Some of the vaunted knights of old were desperate cowards by comparison. A fight in the open field, or jousting in the tournament, did not call out the manhood in a man as did the waiting till the great ship took the final plunge, in the knowledge that the seas round about were covered with loving and yearning witnesses whose own salvation was not assured.

Between 1793 and 1797, the French would lose 125 warships to Britain’s 38, including 35 capital vessels (ships-of-the-line) to Britain’s 11, most of the latter the result of fire, accidents and storms rather than French attack.15 The maritime aspect of grand strategy was always one of Napoleon’s weaknesses: in all his long list of victories, none was at sea.

It was a symposium of horror and heroism, the like of which has not been known in the civilized world since man established his dominion over the sea.

For in their interflowing aggregate, those grand fresh-water seas of ours,--Erie, and Ontario, and Huron, and Superior, and Michigan,--possess an ocean-like expansiveness, with many of the ocean's noblest traits; with many of its rimmed varieties of races and climes. They contain round archipelagoes of romantic isles, even as the Polynesian water do; in large part, are shored by two great contrasting nations, as the Atlantic is; they furnish long maritime approaches to our numerous territorial colonies from the East, dotted all round their banks; here and there are frowned upon by batteries, and by the goat-like craggy guns of Mackinaw; they have heard the fleet thunderings of naval victories; at intervals, they have yield their beaches to wild barbarians, whose red painted faces flash from out their pelty wigwams; for leagues and leagues are flanked by ancient and unentered forests, where the gaunt pines stand like serried lines of kings in Gothic genealogies; those same woods harboring wild Afric beasts of prey, and silken creatures whose exported furs gives robes to Tartar Emperors; they mirror the paved capitals of Buffalo and Cleveland, as well as Winnebago villages; they float alike the full-rigged merchant ship, the armed cruiser of the State, the steamer, and the birch canoe; they are swept by Borean and dismasting blasts as direful as any that lash the salted wave; they know what shipwrecks are, for out of sight of land, however inland, they have drowned full many a midnight ship with all its shrieking crew.

Gnarled olive trees covered the hills with their dusky foliage, fruit hung golden in the orchard, and great scarlet anemones fringed the roadside, while beyond green slopes and craggy heights, the Maritime Alps rose sharp and white against the blue Italian sky.

The development of objective thinking by the Greeks appears to have required a number of specific cultural factors. First was the assembly, where men first learned to persuade one another by means of rational debate. Second was a maritime economy that prevented isolation and parochialism. Third was the existence of a widespread Greek-speaking world around which travelers and scholars could wander. Fourth was the existence of an independent merchant class that could hire its own teachers. Fifth was the Iliad and the Odyssey, literary masterpieces that are themselves the epitome of liberal rational thinking. Sixth was a literary religion not dominated by priests. And seventh was the persistence of these factors for 1,000 years. That all these factors came together in one great civilization is quite fortuitous; it didn’t happen twice.

THE first Greeks were all pirates. Minos, who enjoyed the empire of the sea, was only more successful, perhaps, than others in piracy; for his maritime dominion extended no farther than round his own isle. But when the Greeks became a great people, the Athenians obtained the real dominion of the sea; because this trading and victorious nation gave laws to the most potent monarch of that time; and humbled the maritime powers of Syria, of the isle of Cyprus, and Phœnicia.

The entire idea of it was arrogant and defiant and grandiose. Anna loved it. As she walked across a wide empty plain of steel that should have been covered in topsoil and crops, she thought that this audaciousness was exactly what humanity had lost somewhere in the last couple of centuries. When ancient maritime explorers had climbed into their creaking wooden ships and tried to find ways to cross the great oceans of Earth, had their voyage been any less dangerous than the one the Mormons had been planning to attempt? The end point any less mysterious? But in both cases, they’d been driven to find out what was on the other side of the long trip. Driven by a need to see shores no one else had ever seen before. Show a human a closed door, and no matter how many open doors she finds, she’ll be haunted by what might be behind it. A few people liked to paint this drive as a weakness. A failing of the species. Humanity as the virus. The creature that never stops filling up its available living space. Hector seemed to be moving over to that view, based on their last conversation. But Anna rejected that idea. If humanity were capable of being satisfied, then they’d all still be living in trees and eating bugs out of one another’s fur. Anna had walked on a moon of Jupiter. She’d looked up through a dome-covered sky at the great red spot, close enough to see the swirls and eddies of a storm larger than her home world. She’d tasted water thawed from ice as old as the solar system itself. And it was that human dissatisfaction, that human audacity, that had put her there. Looking at the tiny world spinning around her, she knew one day it would give them the stars as well.

They contain round archipelagoes of romantic isles, even as the Polynesian waters do; in large part, are shored by two great contrasting nations, as the Atlantic is; the furnish long maritime approaches to out numerous territorial colonies from the East, dotted all round their banks; here and there are frowned upon by batteries, and by the goat-like craggy guns of lofty Mackinaw; they have heard the fleet thunderings of naval victories; at intervals, they yield their beaches to wild barbarians, whose red painted faces flash from out their peltry wig-wams; for leagues and leagues are flanked by ancient and unentered forest, where the gaunt pines stand like serried lines of kings in Gothic genealogies; those same woods harboring wild Afric beasts of prey, and silken creatures whose exported furs give robes to Tartart Emperors; they mirror the paved capitals of Buffalo and Cleveland, as well as Winnebago villages; they float alike the full-rigged merchant ship, the armed cruiser of the State, the steamer, and the beech canoe; they are swept by Borean and dismasting blasts as direful as any that lash the salted wave; they know what shipwrecks are, for out of sight of land, however inland, they have drowned full many a midnight ship with all its shrieking crew.

At the Treaty of San Ildefonso, Napoleon had promised Spain not to sell Louisiana to a third party, a commitment he now decided to ignore. On the same day that Whitworth called for his passports in Paris, across the Atlantic President Thomas Jefferson signed the Louisiana Purchase, doubling the size of the United States at the stroke of his pen. The Americans paid France 80 million francs for 875,000 square miles of territory that today comprises all or some of thirteen states from the Gulf of Mexico across the Midwest right up to the Canadian border, at a cost of less than four cents an acre.93 ‘Irresolution and deliberation are no longer in season,’ Napoleon wrote to Talleyrand. ‘I renounce Louisiana. It is not only New Orleans that I cede; it is the whole colony, without reserve; I know the price of what I abandon … I renounce it with the greatest regret: to attempt obstinately to retain it would be folly.’94 After the Saint-Domingue debacle and the collapse of Amiens, Napoleon concluded he must realize his largest and (for the immediate future) entirely useless asset, one that might eventually have drawn France into conflict with the United States. Instead, by helping the United States to continental greatness, and enriching the French treasury in the process, Napoleon was able to prophesy: ‘I have just given to England a maritime rival that sooner or later will humble her pride.’95 Within a decade, the United States was at war with Britain rather than with France, and the War of 1812 was to draw off British forces that were still fighting in February 1815, and which might otherwise have been present at Waterloo.

To a great extent, violence is a part of our culture. It amazes me that violence is readily accepted as the norm. We can see that, when movie producers don’t hesitate to show extreme bloodletting and the horrible way some of us treat our fellow human beings. As a result, we are not shocked when we hear about the slaughter of innocent people on the streets or in our schools. We protect our right to carry firearms never considering that our perception of what the second amendment says has been molded by special interest groups, who are ready to fight for any issue they are paid to promote. Lately I’ve had to wonder just how civilized we really are. Consider the issues we face every day and ask if we really have “Liberty & Justice for all?” Are we all equal under the law or are some of us more equal than others? Do we really live in a democracy or is it just an allusion and finally what would our founding fathers expect of us?

According to some theories, the legendary Atlantis, said to have sunk beneath the sea in a great cataclysm, is in actuality the Greek Island of Santorini, which sank partially during the eruption of a volcano around 3500 B.C.E. In any case, by the second millennium B.C.E. , the Greek Isles already boasted flourishing commercial towns. Major centers displayed all the trappings of civilized living that characterized the ancient world, from monumental architecture in stone to well-organized trade and political systems. On the larger islands, such as Rhodes and Cyprus, there was often more than one prosperous, bustling town. Because of their strategic locations, some towns became major maritime centers.

The QSMV Dominion Monarch was launched in 1938 to be a luxury passenger liner. Designed with refrigerated cargo holds, she was built to connect Great Britain with other Commonwealth countries. At that time, “The Sun Never Set on the British Empire!” When World War II erupted, the Dominion Monarch was commandeered by the Crown, painted grey and served as a British Troop Ship for the duration of the war. After the war she was the ship that carried Adeline and her daughters back to South Africa. The Dominion Monarch was released from Government service on July 21, 1947 and was restored to being the magnificent ocean liner she was intended to be. The ship later served as a floating hotel for the Century Exposition in Seattle, Washington, before going to the breakers in Japan, on November 25, 1962….

One of the great lessons of the past five centuries in Europe and America is this: acute crises contribute to boosting the power of the state. It’s always been the case and there is no reason why it should be different with the COVID-19 pandemic. Historians point to the fact that the rising fiscal resources of capitalist countries from the 18th century onwards were always closely associated with the need to fight wars, particularly those that took place in distant countries and that required maritime capacities. Such was the case with the Seven Years’ War of 1756-1763, described as the first truly global war that involved all the great powers of Europe at the time. Since then, the responses to major crises have always further consolidated the power of the state, starting with taxation: “an inherent and essential attribute of sovereignty belonging as a matter of right to every independent government”.[66] A few examples illustrating the point strongly suggest that this time, as in the past, taxation will increase. As in the past, the social rationale and political justification underlying the increases will be based upon the narrative of “countries at war” (only this time against an invisible enemy).

Famously, in 1852, formerly enslaved maritime worker Frederick Douglass asked, “What to the Slave is the Fourth of July?” He honored the Founders as “great men” but asked: “Are the great principles of political freedom and of natural justice, embodied in that Declaration of Independence, extended to us?”[3]

the great maritime city of Asiatic Ionia, was of old the meeting-place of the East and the West. Here the Phoenician trader from the Baltic would meet the Hindu wandering to Intra, from Extra, Gangem; and the Hyperborean would step on shore side by side with the Nubian and the Aethiop.

According to the temperature records kept by the UK Met Office (and other series are much the same), over the past 150 years (that is, from the very beginnings of the Industrial Revolution), mean global temperature has increased by a little under a degree centigrade—according to the Met Office, 0.8°C. This has happened in fits and starts, which are not fully understood. To begin with, to the extent that anyone noticed it, it was seen as a welcome and natural recovery from the rigours of the Little Ice Age. But the great bulk of it—0.5°C out of the 0.8°C—occurred during the last quarter of the twentieth century. It was then that global warming alarmism was born. But since then, and wholly contrary to the expectations of the overwhelming majority of climate scientists, who confidently predicted that global warming would not merely continue but would accelerate, given the unprecedented growth of global carbon dioxide emissions, as China’s coalbased economy has grown by leaps and bounds, there has been no further warming at all. To be precise, the latest report of the Intergovernmental Panel on Climate Change (IPCC), a deeply flawed body whose nonscientist chairman is a committed climate alarmist, reckons that global warming has latterly been occurring at the rate of—wait for it—0.05°Cs per decade, plus or minus 0.1°C. Their figures, not mine. In other words, the observed rate of warming is less than the margin of error. And that margin of error, it must be said, is implausibly small. After all, calculating mean global temperature from the records of weather stations and maritime observations around the world, of varying quality, is a pretty heroic task in the first place. Not to mention the fact that there is a considerable difference between daytime and night-time temperatures. In any event, to produce a figure accurate to hundredths of a degree is palpably absurd.

great stocks to short.

The key ‘subtle influences’ were enumerated as: the rise of the city over the countryside, the loss of Britons’ maritime skills, the growth of refinement and luxury, the absence of literary taste, the decline of the physical form of Britons, the decay of the country’s religious life, excessive taxation, false systems of education and, finally, the inability of the British to defend their empire.

Hitherto, we have been told that our navy was the glory of the country, and that our maritime commerce and extensive manufactures were the mainstays of the realm. We have also been told that the land has its share in our greatness, and should be justly considered as the pride and glory of England. The Bank, also, has put in its claim to share in this praise, and has stated that public credit is due to it; but now, a most surprising discovery has been made, namely, that our superiority over other nations is owing to 300,00 little girls in Lancashire.

The principle of the persistent and deliberate boycott of Arab labour in the Zionist colonies is not only contrary to the provisions of that article of the Mandate, but it is in addition a constant and increasing source of danger to the country. At the moment this policy is confined to the Zionist colonies, but the General Federation of Jewish Labour is using every effort to ensure that it shall be extended to the colonies of the P.I.C.A., and this with some considerable success. Great pressure is. being brought to bear on the old P.I.C.A. colonies in the Maritime Plain and its neighbourhood—pressure which in one instance at least has compelled police intervention.

The epidemic of violence against sex workers would be a national emergency if any other group were involved; but sex workers, particularly those who are working on the street and may have addictions or be radicalized, have not been the object of any great concern.

These two conditions led almost necessarily to a rush upon each other, not, however, without some dexterous attempts to turn or double on the enemy, followed by a hand-to-hand melee. In such a rush and such a melee a great consensus of respectable, even eminent, naval opinion of the present day finds the necessary outcome of modern naval weapons,-- a kind of Donnybrook Fair, in which, as the history of melees shows, it will be hard to know friend from foe.

He will observe also that changes of tactics have not only taken place after changes in weapons, which necessarily is the case, but that the interval between such changes has been unduly long. This doubtless arises from the fact that an improvement of weapons is due to the energy of one or two men, while changes in tactics have to overcome the inertia of a conservative class; but it is a great evil. It can be remedied only by a candid recognition of each change, by careful study of the powers and limitations of the new ship or weapon, and by a consequent adaptation of the method of using it to the qualities it possesses, which will constitute its tactics.

The Cryptic Sea by Stewart Stafford Walk free through Jailer's Gate, Sail to where corporeal forms fade, No longer seen as a common cutpurse, Now in a navigational cut-and-thrust. Note how the ocean heaves and boils, Swirling into towering vortex coils, With hideous creatures at every base, Bearing the haunting Kraken's face. Great ghost ships groan from the mist, And balls of light form fast betwixt, The horizon and the sea spray foam, Save us all and set sail for home. © Stewart Stafford, 2022. All rights reserved.

Having spent 4,000 turbulent years consolidating its land mass, China is now building a Blue Water navy. A Green Water navy patrols its maritime borders, a Blue Water navy patrols the oceans. It will take another thirty years (assuming economic progression) for China to build naval capacity to seriously challenge the most powerful seaborne force the world has ever seen – the US navy. But in the medium to short term, as it builds, and trains, and learns, the Chinese navy will bump up against its rivals on the seas; and how those bumps are managed – especially the Sino–American ones – will define great power politics in this century.

The mantle of progress shifted, however, in the early modern period as a result of two great maritime expeditions that took place at the end of the fifteenth century. In the course of six years in the 1490s, the foundations were laid for a major disruption to the rhythm of long-established systems of exchange. First Christopher Columbus crossed the Atlantic, paving the way for two great land masses that were hitherto untouched to connect to Europe and beyond; then, just a few years later, Vasco da Gama successfully navigated the southern tip of Africa, sailing on to India, opening new sea routes in the process. The discoveries changed patterns of interaction and trade, and effected a remarkable change in the world’s political and economic centre of gravity. Suddenly, western Europe was transformed from its position as a regional backwater into the fulcrum of a sprawling communication, transportation and trading system: at a stroke, it became the new mid-point between east and west.

The French navy has known periods of great glory, and in its lowest estate has never dishonored the military reputation so dear to the nation, Yet as a maritime State, securely resting upon a broad basis of sea commerce, France, as compared with other historical sea-peoples, has never held more than a respectable position. The chief reason for this, so far as national character goes, is the way in which wealth is sought. As Spain and Portugal sought it by digging gold out of the ground, the temper of the French people leads them to seek it by thrift, economy, hoarding. It is said to be harder to keep than to make a fortune. Possibly; but the adventurous temper, which risks what it has to gain more, has much in common with the adventurous spirit that conquers worlds for commerce. The tendency to save and put aside, to venture timidly and on a small scale, may lead to a general diffusion of wealth on a like small scale, but not to the risks and development of external trade and shipping interests.

Both American and British law had long given special protection to shipowners whose vessels, through negligent handling, caused damage to others. The risks of sending ships to sea were so great that some special incentive was needed, if maritime nations were to grow and prosper. Moreover, on land the factory owner could at least theoretically oversee the acts of his employees, but the shipowner had no such control over his captain and crew. By the very nature of the business he was usually out of touch, and it seemed unfair to hold him to the same degree of responsibility when something went wrong. Therefore, as long as he did not have “privity or knowledge” of the negligence, his liability would be limited.

The great irony of the Boudreau story is that the formal judicial system constantly scolded the accused for 'taking the law into their own hands' without ever recognizing that the accused had repeatedly and unsuccessfully tried to persuade the authorities to deal with Phillip. The root causes of the tragedy include a systemic failure of the legal system itself.

Benny toured with her for two years, traveling through Illinois and Wisconsin under the billing “Salisbury and Kubelsky: From Grand Opera to Ragtime.” When Salisbury retired, Benny continued the act with pianist Lyman Woods. For six years he played his violin and never spoke or told a joke. He enlisted in the Navy for the First World War and found himself in a maritime revue at the Great Lakes Naval Station. Here he told his first jokes, and by the end of the war he had begun to think of himself as a monologuist.

Though [New Yorkers] live by the sea, they take vacations to go somewhere else to be by the sea. Of the many odd things about New Yorkers, there is this: How is it that people living in the world’s greatest port, a city with no neighborhood that is far from a waterfront, a city whose location was chosen because of the sea, where the great cargo ships and tankers, mighty little tugs, yachts, and harbor patrol boats glide by, has lost all connection with the sea, almost forgotten that the sea is there?

A Lover's Call XXVII Where are you, my beloved? Are you in that little Paradise, watering the flowers who look upon you As infants look upon the breast of their mothers? Or are you in your chamber where the shrine of Virtue has been placed in your honor, and upon Which you offer my heart and soul as sacrifice? Or amongst the books, seeking human knowledge, While you are replete with heavenly wisdom? Oh companion of my soul, where are you? Are you Praying in the temple? Or calling Nature in the Field, haven of your dreams? Are you in the huts of the poor, consoling the Broken-hearted with the sweetness of your soul, and Filling their hands with your bounty? You are God's spirit everywhere; You are stronger than the ages. Do you have memory of the day we met, when the halo of You spirit surrounded us, and the Angels of Love Floated about, singing the praise of the soul's deed? Do you recollect our sitting in the shade of the Branches, sheltering ourselves from Humanity, as the ribs Protect the divine secret of the heart from injury? Remember you the trails and forest we walked, with hands Joined, and our heads leaning against each other, as if We were hiding ourselves within ourselves? Recall you the hour I bade you farewell, And the Maritime kiss you placed on my lips? That kiss taught me that joining of lips in Love Reveals heavenly secrets which the tongue cannot utter! That kiss was introduction to a great sigh, Like the Almighty's breath that turned earth into man. That sigh led my way into the spiritual world, Announcing the glory of my soul; and there It shall perpetuate until again we meet. I remember when you kissed me and kissed me, With tears coursing your cheeks, and you said, "Earthly bodies must often separate for earthly purpose, And must live apart impelled by worldly intent. "But the spirit remains joined safely in the hands of Love, until death arrives and takes joined souls to God. "Go, my beloved; Love has chosen you her delegate; Over her, for she is Beauty who offers to her follower The cup of the sweetness of life. As for my own empty arms, your love shall remain my Comforting groom; your memory, my Eternal wedding." Where are you now, my other self? Are you awake in The silence of the night? Let the clean breeze convey To you my heart's every beat and affection. Are you fondling my face in your memory? That image Is no longer my own, for Sorrow has dropped his Shadow on my happy countenance of the past. Sobs have withered my eyes which reflected your beauty And dried my lips which you sweetened with kisses. Where are you, my beloved? Do you hear my weeping From beyond the ocean? Do you understand my need? Do you know the greatness of my patience? Is there any spirit in the air capable of conveying To you the breath of this dying youth? Is there any Secret communication between angels that will carry to You my complaint? Where are you, my beautiful star? The obscurity of life Has cast me upon its bosom; sorrow has conquered me. Sail your smile into the air; it will reach and enliven me! Breathe your fragrance into the air; it will sustain me! Where are you, me beloved? Oh, how great is Love! And how little am I!

Moreover, there is often a gap between one’s self-image (one that may even be shared by foreigners) and a more complicated record of history. China’s interstate history is replete with wars and military campaigns that belie the Confucian dogma stressing “soft power” based on ethical teachings and cultural appeal. Actual practice has often departed from ritualistic rhetoric and official orthodoxy. Notwithstanding arguments to the contrary, the Chinese have not always eschewed maritime initiatives, shunned commercial contact with foreigners, or insisted that the latter be treated unequally under the tributary system (e.g., Dreyer 2007; Fairbank 1968; Levathes 1994; Reid and Zheng 2009; Rossabi 1983). Nor has China always managed to maintain a hierarchical system within its borders or in East Asia. Its regional hegemony has not always been accompanied by peace; there have been numerous wars, especially when dynastic authority has declined and imperial rule weakened (e.g., Hui 2008; Wang 2009). Even China’s Great Wall, both as a physical and ideational construct, shows the considerable distance that can separate myth-making from historical reality (e.g., Waldron 1990). As these and earlier remarks suggest, I am generally skeptical about sweeping cultural, historical, and even psychological attributions, such as those suggesting ostensible Chinese nationalism, ethnocentrism, yearning for order, or proclivity for authoritarian rule (e.g., Pye 1968) as a basis for understanding contemporary Chinese foreign policy.

Catawamteak,” meaning “the great landing,” is what the Abenaki Indians called the early settlement that became Rockland, Maine. Thomaston and Rockland can be bypassed by Route 90, an eight-mile shortcut which I frequently used as a midshipman, but our bus stayed on the main road and stopped to let passengers on and off in both places. At one time Rockland was part of Thomaston, called East Thomaston, but the two towns have long since separated, having very little in common. In the beginning, Rockland developed quickly because of shipbuilding and limestone production. It was, and still is, an important fishing port. Lobsters are the main export and the five-day Maine Lobster Festival is celebrated here annually. The red, three-story brick buildings lining the main street of Rockland, give it the image of an old working town. I have always been impressed by the appearance of these small towns, because to me this is what I had expected Maine to look like. When I first went through the center of Rockland on the bus, I was impressed by the obvious ties the community had with the sea. The fishing and lobster industry was evident by the number of commercial fishing and lobster boats. Rockland was, and still is, the commercial hub of the mid-coastal region of the state. The local radio station WRKD was an important source of local news and weather reports. This was also the radio station that opened each day’s broadcasting with Hal Lone Pine’s song, recorded on Toronto's Arc Records label: “There’s a winding lane on the Coast of Maine that is wound around my heart....” The United States Coast Guard still maintains a base in Rockland, which is reassuring to the families of those who go fishing out on the open waters of Penobscot Bay and the Gulf of Maine. Rockland remains the home of the Farnsworth Art Museum, which has an art gallery displaying paintings by Andrew Wyeth, as well as other New England artists. The Bay Point Hotel that was founded in 1889 had a compelling view of the breakwater and Penobscot Bay. The Victorian style hotel, later known as the Samoset Hotel, had seen better days by 1952 and was closed in 1969. On October 13, 1972, the four-story hotel caught fire in the dining area due to an undetermined cause. Fanned by 20-mile-an-hour north winds, the structure burned to the ground within an hour. However, five years later a new Samoset Resort was founded.

Few records exist to establish a definitive date as to when the first ships were built in the Piscataqua region. Fishing vessels were probably constructed as early as 1623, when the first fishermen settled in the area. Many undoubtedly boasted a skilled shipwright who taught the fishermen how to build “great shallops”as well as lesser craft. In 1631 a man named Edward Godfrie directed the fisheries at Pannaway. His operation included six large shallops, five fishing boats, and thirteen skiffs, the shallops essentially open boats that included several pairs of oars, a mast, and lug sail, and which later sported enclosed decks.5 Records do survive of the very first ship built by English settlers in the New World. In 1607, at the mouth of the Kennebec River in Maine, the Plymouth Company erected a short-lived fishing settlement. A London shipwright named Digby organized some settlers to construct a small vessel with which to return them home to England, as they were homesick and disenchanted with the New England winters. The small craft was named, characteristically, the Virginia. She was evidently a two-master and weighed about thirty tons, and she transported furs, salted cod, and tobacco for twenty years between various ports along the Maine coast, Plymouth, Jamestown, and England. She is believed to have wrecked somewhere along the coast of Ireland.6 By the middle of the seventeenth century, shipbuilding was firmly established as an independent industry in New England. Maine, with its long coastline and abundant forests, eventually overtook even Massachusetts as the shipbuilding capital of North America. Its most western town, Kittery, hovered above the Piscataqua. For many years the towns of Kittery and Portsmouth, and upriver enclaves like Exeter, Newmarket, Durham, Dover, and South Berwick, rivaled Bath and Brunswick, Maine, as shipbuilding centers, with numerous shipyards, blacksmith shops, sawmills, and wharves. Portsmouth's deep harbor, proximity to upriver lumber, scarcity of fog, and seven feet of tide made it an ideal location for building large vessels. During colonial times, the master carpenters of England were so concerned about competition they eventually petitioned Parliament to discourage shipbuilding in Portsmouth.7 One of the early Piscataqua shipwrights was Robert Cutts, who used African American slaves to build fishing smacks at Crooked Lane in Kittery in the 1650s. Another was William Pepperell, who moved from the Isle of Shoals to Kittery in 1680, where he amassed a fortune in the shipbuilding, fishing, and lumber trades. John Bray built ships in front of the Pepperell mansion as early as 1660, and Samuel Winkley owned a yard that lasted for three generations.8 In 1690, the first warship in America was launched from a small island in the Piscataqua River, situated halfway between Kittery and Portsmouth. The island's name was Rising Castle, and it was the launching pad for a 637-ton frigate called the Falkland. The Falkland bore fifty-four guns, and she sailed until 1768 as a regular line-of-battle ship. The selection of Piscataqua as the site of English naval ship construction may have been instigated by the Earl of Bellomont, who wrote that the harbor would grow wealthy if it supplemented its export of ship masts with “the building of great ships for H.M. Navy.”9 The earl's words underscore the fact that, prior to the American Revolution, Piscataqua's largest source of maritime revenue came from the masts and spars it supplied to Her Majesty's ships. The white oak and white pine used for these building blocks grew to heights of two hundred feet and weighed upward of twenty tons. England depended on this lumber during the Dutch Wars of the

From the beginning, the SS Deutschland was beset by problems, She was known as the “Cocktail Shaker” when she was first launched in 1923. On her trials, it was noticed that the ship had a serious vibration problem due to an imbalance in her twin shafts or perhaps her massive bronze propellers. Because of a lack of funding, this vibration was accepted and remained so for the first six years of her existence. It was an embarrassment to have a ship represent the German Merchant Marine, Handelsmarine, that was handicapped from the start. However, she was still considered the pride of the Hamburg-Amerika Line, a company with rich traditions that was founded in 1847. So, when the Deutschland left Hamburg for the first time on March 27, 1924, she moved slowly down the Elbe River past Blohm und Voss, the massive dockyard where she had been built. At the time of her maiden voyage, the entire city celebrated when the Deutschland headed down the Elbe River towards the North Sea. Other ships in the harbor fittingly saluted her by blowing their deep throaty whistles, as small craft such as tugboats and fireboats pumped frothy white streams of the brackish river water high into the air. By the time I boarded her for my voyage to the United States in November, 1934, the SS Deutschland was over 11 years old and, although she was still Hamburg-Amerika Line’s flagship, she was beginning to show her age. Germans, who prided themselves in their knowledge of science and engineering, were falling behind other European countries. Paying retribution to the victors of World War I had drained the German treasury and as a nation, they resented it. Hostility had increased and the pressure it put on the people was obvious. Many looked to Hitler to make “Germany great again.

Hawaii is our Gibraltar, and almost our Channel Coast. Planes, their eyes sharpened by the year-round clearness of blue Pacific days, can keep easy watch over an immense sea-circle, of which Hawaii is the centre. With Hawaii on guard, a surprise attack on us from Asia, the experts believe, would be quite impossible. So long as the great Pearl Harbor Naval Base, just down the road from Honolulu, is ours, American warships and submarines can run their un-Pacific errands with a maximum of ease. Pearl Harbor is one of the greatest, if not the very greatest, maritime fortresses in the world. Pearl Harbor has immense reserves of fuel and food, and huge and clanging hospitals for the healing of any wounds which steel can suffer. It is the one sure sanctuary in the whole of the vast Pacific both for ships and men. John W. Vandercook, in Vogue, January 1, 1941

Trusted Ship Repair Company Why Choosing the Right Ship Repair Company Matters More Than You Think If there’s one lesson I’ve learned in the maritime world, it’s this: not all ship repair companies are created equal. This became painfully clear during a project I worked on a few years back. We had hired a repair company to fix a propulsion system issue, but what should’ve been a straightforward task turned into a logistical nightmare. Poor communication, delayed parts, and subpar workmanship left the vessel stranded for weeks longer than planned. It was a hard, expensive lesson, but it taught me the importance of finding the right ship repair partner. What Sets a Great Ship Repair Company Apart A reliable ship repair company doesn’t just fix problems—they prevent them. One of the key qualities I’ve noticed in top companies, like AIS Marine in Australia, is their focus on proactive maintenance. They don’t wait for something to break; instead, they conduct thorough inspections to catch issues early. Take hull integrity as an example. I’ve seen situations where a neglected hull led to severe corrosion, requiring costly overhauls. A good ship repair company would’ve caught that in routine inspections and suggested preventive treatments like high-quality coatings. The difference between a quick fix and a disaster often comes down to the company you choose.