Marine Navigation Quotes

Nobody ever got started on a career as a writer by exercising good judgment, and no one ever will, either, so the sooner you break the habit of relying on yours, the faster you will advance. People with good judgment weigh the assurance of a comfortable living represented by the mariners’ certificates that declare them masters of all ships, whether steam or sail, and masters of all oceans and all navigable rivers, and do not forsake such work in order to learn English and write books signed Joseph Conrad. People who have had hard lives but somehow found themselves fetched up in executive positions with prosperous West Coast oil firms do not drink and wench themselves out of such comfy billets in order in their middle age to write books as Raymond Chandler; that would be poor judgment. No one on the payroll of a New York newspaper would get drunk and chuck it all to become a free-lance writer, so there was no John O’Hara. When you have at last progressed to the junction that enforces the decision of whether to proceed further, by sending your stuff out, and refusing to remain a wistful urchin too afraid to beg, and you have sent the stuff, it is time to pause and rejoice.

Springtime blooms the starry tree Bearing fruit the mariners see. High by night and low by dawn The silver apple guides us home.

The Congregating of Stars They often meet in mountain lakes, No matter how remote, no matter how deep Down and far they must stream to arrive, Navigating between the steep, vertical piles Of broken limestone and chert, through shattered Trees and dry bushes bent low by winter, Across ravines cut by roaring avalanches Of boulders and ripping ice. Silently, the stars have assembled On the surface of this lost lake tonight, Arranged themselves to match the patterns They maintain in the highest spheres Of the surrounding sky. And they continue on, passing through The smooth, black countenance of the lake, Through that mirror of themselves, down through The icy waters to touch the perfect bottom Stillness of the invisible life and death existing In the nether of those depths. Sky-bound- yet touching every needle In the torn and sturdy forest, every stone, Sharp, cracked along the ragged shore- the stars Appear the same as in ancient human ages On the currents of the old seas and the darkened Trails of desert dunes, Orion’s belt the same As it shone in Galileo’s eyes, Polaris certain above The sails of every mariner’s voyage. An echoing Light from the Magi’s star, that beacon, might even Be shining on this lake tonight, unrecognized. The stars are congregating, perhaps in celebration, passing through their own names and legends, through fogs, airs, and thunders, the vapors of winter frost and summer pollens. They are ancestors of transfiguration, intimate with all the eyes of the night. What can they know?

We navigate the produce stands, plucking palms full of cherries from every pile we pass, chewing them and spitting the seeds on the ground. We eat tiny tomatoes with taut skins that snap under gentle pressure, releasing the rabid energy of the Sardinian sun trapped inside. We crack asparagus like twigs and watch the stalks weep chlorophyll tears. We attack anything and everything that grows on trees- oranges, plums, apricots, peaches- leaving pits and peels, seeds and skins in our wake. Downstairs in the seafood section, the heart of the market, the pace quickens. Roberto turns the market into a roving raw seafood bar, passing me pieces of marine life at every stand: brawny, tight-lipped mussels; juicy clams on the half shell with a shocking burst of sweetness; tiny raw shrimp with beads of blue coral clinging to their bodies like gaudy jewelry. We place dominoes of ruby tuna flesh on our tongues like communion wafers, the final act in this sacred procession.

During forced exercise one day, Louie fell into step with William Harris, a twenty-five-year-old marine officer, the son of marine general Field Harris. Tall and dignified, with a face cut in hard lines, Harris had been captured in the surrender of Corregidor in May 1942. With another American,* he had escaped and embarked on an eight-and-a-half-hour swim across Manila Bay, kicking through a downpour in darkness as fish bit him. Dragging himself ashore on the Japanese-occupied Bataan Peninsula, he had begun a run for China, hiking through jungles and over mountains, navigating the coast in boats donated by sympathetic Filipinos, hitching rides on burros, and surviving in part by eating ants. He had joined a Filipino guerrilla band, but when he had heard of the American landing at Guadalcanal, the marine in him had called. Making a dash by boat toward Australia in hopes of rejoining his unit, he had gotten as far as the Indonesian island of Morotai before his journey ended. Civilians had turned him in to the Japanese, who had discovered that he was a general’s son and sent him to Ofuna. Even here, he was itching to escape.

Finally, there was the formidable difficulty of navigation. Making extraordinarily complex spherical trigonometry calculations based on figures taken from a crowd of instruments, navigators groped over thousands of miles of featureless ocean toward targets or destination islands that were blacked out at night, often only yards wide, and flat to the horizon. Even with all the instruments, the procedures could be comically primitive. “Each time I made a sextant calibration,” wrote navigator John Weller, “I would open the escape hatch on the flight deck and stand on my navigation desk and the radio operator’s desk while [the radioman] held on to my legs so I would not be sucked out of the plane.” At night, navigators sometimes resorted to following the stars, guiding their crews over the Pacific by means not so different from those used by ancient Polynesian mariners. In a storm or clouds, even that was impossible.

One of the few entry points to the Baltic Sea, the Kattegat passage is a busy and treacherous waterway. The entire region is a maze of fractured islands, shallow waters and tricky cur-rents which test the skills of all mariners. A vital sea route, the strait is used by large container ships, oil tankers and cruise ships alike and provides a crucial link between the Baltic coun-tries and Europe and the rest of the world. Navigating is difficult even in calm weather and clear visibility is a rare occurrence in these higher latitudes. During severe winters, it’s not uncommon for sections of the Baltic Sea to freeze, with ice occasionally drifting out of the straits, carried by the surface currents. The ship I was commandeering was on a back-and-forth ‘pendulum’ run, stopping at the ports of St Petersburg (Russia), Kotka (Finland), Gdańsk (Poland), Aarhus (Denmark) and Klaipėda (Lithuania) in the Baltic Sea, and Bremerhaven (Ger-many) and Rotterdam (Netherlands) in the North Sea. On this particular trip, the weather gods were in a benevolent mood and we were transiting under a faultless blue sky in one of the most picturesque regions of the world. The strait got narrower as we sailed closer to Zealand (Sjælland), the largest of the off-lying Danish islands. Up ahead, as we zigzagged through the laby-rinth of islands, the tall and majestic Great Belt Bridge sprang into view. The pylons lift the suspension bridge some sixty-five metres above sea level allowing it to accommodate the largest of the ocean cruise liners that frequently pass under its domi-nating expanse.

The Great Barrier Reef is so extensive that no human mind can take it in, the exception perhaps being astronauts who've seen its full length from outer space. Gigantism pervades its statistics. Roughly half the size of Texas, it encloses some 215,000 square miles of coastland, sea, and coral. It extends for about 1,430 miles along Australia's east coast, and encompasses around three thousand individual reefs and a thousand islands. So vast is it, in fact, that it's only since the 1970s, with the establishment of the Great Barrier Reef Marine Park Authority, that a size has been more or less agreed upon. Prior to that, explorers and navigators gave varying figures for its length.

Amidst the tempestuous sea of distractions, our dreams reside, like a distant lighthouse, steadfast and patient. They wait for us to navigate the storm, to steer our ship through the crashing waves and reach the tranquility of focused intent. The challenge, therefore, is not to calm the sea, but to become skilled mariners, to learn to sail even in the fiercest storm.

Garmin, a combination of their first names, introduced its first product a year later, at the 1990 Marine Technology Exposition in Chicago. The GPS 100, a navigation aid for ships, was an instant success. They left the convention with five thousand orders and a conviction that their next product should be geared to a mass consumer market.

First Officer William Warms had given the order. It is almost certain there would have been no fire drill if Captain Robert Wilmott had been in full command. Warms’s order directly contradicted a policy the master of the Morro Castle first instituted on June 16, 1934. On that day—in violation of the seaworthy certificate issued by the government’s Bureau of Navigation and Steamboat Inspection, and at the risk of endangering the lives of everybody on board—Captain Wilmott had banned all further fire drills. His order could lay him open to prosecution, imprisonment, and the certain loss of his master’s license. Confronted by the classic dilemma of the company man, Wilmott had acted in what he believed to be the Ward Line’s best interests. The basis for his decision was simple. In May 1934, during a fire drill, a woman passenger had fallen on a deck wet down by a leaking joint connection between a fire hose and its hydrant. She fractured an ankle and hired a good lawyer, and the Ward Line settled out of court for twenty-five thousand dollars. Captain Wilmott, after a visit to the shipping line office, ordered the Morro Castledeck fire hydrants capped and sealed; 2100 feet of fire hose was locked away, along with nozzles, outlets, and wrenches for each length of hose. Whether the captain received positive instructions from an executive of the Ward Line, or whether he acted independently, is not known, nor is it important. What is known is that as a result of Wilmott’s order, the pride of the American merchant marine, one of the fastest and most luxurious liners afloat, became from that moment on, a floating fire hazard in all but its cargo holds. If a fire started in any of the passenger areas, the only pieces of equipment readily available to fight it were seventy-three half-gallon portable fire extinguishers and twenty-one carbon tetrachloride extinguishers.

You might wanna choose a bank for collisions—left or right—then stick with it.” Under my navigational hand, the boat became a marine pinball. Dave’s dog barfed.

Sir George Somers, an experienced mariner, was put in charge of the fleet. Roughly sixty years of age, Somers, from the town of Lyme on England’s southwest coast, had a resume that included service under Essex, Sir Francis Drake, and the privateering Sir John Hawkins.30 A member of parliament, he was an accomplished mariner and navigator. His second in command as master of the fleet’s flagship was Captain Christopher Newport, whose maritime pedigree was every bit as impressive as Somers’s. About forty-nine years of age in 1609, Newport had gone to sea as a young man, sailing to South America and the Caribbean as a privateer. In 1590, when he was about thirty years of age, Newport had been in a sea battle with two Spanish treasure ships off the coast of Cuba. In that battle, Newport lost his right arm but persevered. For the next thirteen years, he was an active Caribbean privateer and was a leading participant in the capture, in 1592, of the Spanish treasure ship the Madre de Dios, a prize that carried about half a million pounds in gems, spices, silks, and other goods. Newport’s long experience as a privateer helped him establish strong links with English merchants. He was also known to King James I, having presented the monarch with two live crocodiles and a wild boar following one of his New World voyages. In 1606, he was named commander of the first Virginia expedition and sailed as captain of the Susan Constant, flagship of the first Virginia fleet.31 By the time he was named sailing master of the flagship of the 1609 fleet, he had made three crossings between England and Jamestown.

She was seventeen then. She lived with her father, a Marine, and without her mother, who had killed herself six months earlier. Since then, the girl had earned a wild reputation - she was young and scared and trying to hide her scared in her prettiness. And she was pretty, beautiful even, with amber skin, silky long hair, and eyes swirled brown and gray and gold. Like most girls, she'd already learned that pretty exposes you and pretty hides you and like most girls, she hadn't yet learned how to navigate the difference.

Tug or tow boats are vessels that push or pull other vessels such as barges, oil platforms, or disabled ships. They are also used to help maneuver larger ships that do not have the capability to do so for themselves, in tight quarters, rivers or in coming alongside piers. Obviously tugboats have powerful engines for their size and are sturdy enough to withstand high stress on their construction. The earlier tugboats had steam engines, however now they mostly have diesel engines. In addition many harbor tugs are been fitted with firefighting equipment allowing them to assist in firefighting. Harbor tugs that are highly maneuverable and used to assist ships in their docking procedure. Pusher tugs or notch tugs nest into the stern of specially designed barges. When locked together they are frequently considered ships and are required to show the navigational lights of a towing vessel pushing ahead or compliant with those required of ships. There are seagoing tugs that tow oil rigs, oceangoing barges etc. The US Navy frequently uses the larger seagoing tugs they identify as fleet tugs. River tugs are also referred to as towboats or push boats, depending on what they are called on to do, however they have a severely limited freeboard and are dangerous on open waters. The tasks tugboats undertake are varied and the list is endless. Tugboats help fight fires and in cold climates are sometimes used as icebreakers. A relatively new innovation for marine propulsion is the “Voith Schneider Propeller System” which is highly maneuverable, allowing the boat to change its direction instantly. This system is now widely used on harbor tugs.

It becomes one who is called to be a soldier, and to go a warfare, to endeavor to excel in the art of war. It becomes one who is called to be a mariner, and to spend his life in sailing the ocean, to endeavor to excel in the art of navigation. It becomes one who professes to be a physician, and devotes himself to that work, to endeavor to excel in the knowledge of those things which pertain to the art of physic. So it becomes all such as profess to be Christians, and to devote themselves to the practice of Christianity, to endeavor to excel in the knowledge of divinity.

Add to this poverty and broken families, absent fathers, unemployed fathers, fathers who couldn’t provide for and protect their families and marinated in that humiliation—realities that cut across all these girls’ lives. Immigration often meant long years of separation that caused marriages to fail, as Sharmeena’s parents’ had; it meant marriages not surviving the strains of arrival, through which women often coped better and men languished in shame-faced, low-wage bitterness; it meant having to dedicate vast time and energy to basic things like securing the rent, navigating the health service, caring for ill relatives, all within a bureaucratic system that was foreign and confusing.

Braun the AI took his name from a popular character in Welsh mythology. A great warrior and an intrepid mariner, Braun the Blessed was the high king of the Island of the Mighty. Frequenting the famous ancient stories known as the Welsh Triad, Braun was often portrayed as a giant among mortals and a force of great power. The tales of his ocean navigation and the descriptions of his superhuman size inspired the programmers,

According to the Greek historian Diodorus Siculus, writing in the first century BC, 'There lies out in the deep off Libya [Africa] an island of considerable size, and situated as it is in the ocean it is a distant from Libya a voyage of a number of days to the west. Its land is fruitful, much of it being mountainous and not a little being a level plain of surpassing beauty. Through it flow navigable rivers ...' Diodorus goes on to tell us how Phoenician mariners, blown off course in a storm, had discovered this Atlantic island with navigable rivers quite by chance. Soon its value was recognized and its fate became the subject of dispute between Tyre and Carthage, two of the great Phoenician cities in the Mediterranean: 'The Tyrians ... purposed to dispatch a colony to it, but the Carthaginians prevented their doing so, partly out of concern lest many inhabitants of Carthage should remove there because of the excellence of the island, and partly in order to have ready in it a place in which to seek refuge against an incalculable turn of fortune, in case some total disaster should overtake Carthage. For it was their thought that since they were masters of the sea, they would thus be able to move, households and all, to an island which was unknown to their conquerors.' Since there are no navigable rivers anywhere to the west of Africa before the seafarer reaches Cuba, Haiti and the American continent, does this report by Diodorus rank as one of the earliest European notices of the New World?

De toutes les industries de l’être humain, la navigation me parut la plus audacieuse. Chevaucher les flots, livrer son sort à l’errance du vent et aux turbulences des eaux, partir en direction de rien avec l’espoir, sinon la certitude, d’y rencontrer quelque chose, ces activités de marins me semblaient être le fruit de rêves plus fous encore que les miens.

My broad conclusion is that an advanced global seafaring civilization existed during the Ice Age, that it mapped the earth as it looked then with stunning accuracy, and that it had solved the problem of longitude, which our own civilization failed to do until the invention of Harrison's marine chronometer in the late eighteenth century. As masters of celestial navigation, as explorers, as geographers, and as cartographers, therefore, this lost civilization of 12,800 years ago was not outstripped by Western science until less than 300 years ago at the peak of the Age of Discovery.

For some reason Jimmy was exceptionally quiet during the first leg of the flight.  The two divisions of four aircraft were a few minutes apart.  We could see the lead four but they were several miles ahead.  However, when we took the lead from Yeovilton to Manston he started into one of his running commentaries that sounded like a travel log.  He’d done this once before with me on an instructor navigational exercise and I’d damned near thrown the map out the window.  It was even worse this morning.      I think he’d named every pub we’d over flown; pin pointed a couple chip shops and was now going on about Canterbury Castle or something.  I’d had enough of this dribble.  I’d been dutifully passing heading and track information to him, keeping the time for each individual leg and he’d been taking absolutely no notice.  I said to him, “Do you even want this information?”      “Not really, I’m quite enjoying this.  Actually I believe I could go all the way to Detmold without the aid of a map.”      That did it for me; I slid the cockpit window back, wadded up the map, threw it out, and closed the window.      “Let’s see if you can.”      “What?  Did you just throw the map out the window?”      “Yes I did.”      “BLODDY HELL!! Why did you do that?!”      “You said you didn’t need it, and you weren’t paying attention anyway, so let’s see if you don’t.”      He started laughing and said, “So we shall I guess.

In this crowded world, we must learn to navigate by speech, as ancient mariners taught themselves to sail across the Aegean Sea.

We didn’t believe when we first heard because you know how church folk can gossip. Like the time we all thought First John, our head usher, was messing around on his wife because Betty, the pastor’s secretary, caught him cozying up at brunch with another woman. A young, fashionable woman at that, one who switched her hips when she walked even though she had no business switching anything in front of a man married forty years. You could forgive a man for stepping out on his wife once, but to romance that young woman over buttered croissants at a sidewalk café? Now, that was a whole other thing. But before we could correct First John, he showed up at Upper Room Chapel that Sunday with his wife and the young, hip-switching woman—a great-niece visiting from Fort Worth—and that was that. When we first heard, we thought it might be that type of secret, although, we have to admit, it had felt different. Tasted different too. All good secrets have a taste before you tell them, and if we’d taken a moment to swish this one around our mouths, we might have noticed the sourness of an unripe secret, plucked too soon, stolen and passed around before its season. But we didn’t. We shared this sour secret, a secret that began the spring Nadia Turner got knocked up by the pastor’s son and went to the abortion clinic downtown to take care of it. She was seventeen then. She lived with her father, a Marine, and without her mother, who had killed herself six months earlier. Since then, the girl had earned a wild reputation—she was young and scared and trying to hide her scared in her prettiness. And she was pretty, beautiful even, with amber skin, silky long hair, and eyes swirled brown and gray and gold. Like most girls, she’d already learned that pretty exposes you and pretty hides you and like most girls, she hadn’t yet learned how to navigate the difference. So we heard all about her sojourns across the border to dance clubs in Tijuana, the water bottle she carried around Oceanside High filled with vodka, the Saturdays she spent on base playing pool with Marines, nights that ended with her heels pressed against some man’s foggy window. Just tales, maybe, except for one we now know is true: she spent her senior year of high school rolling around in bed with Luke Sheppard and come springtime, his baby was growing inside her. — LUKE SHEPPARD WAITED TABLES at Fat Charlie’s Seafood Shack, a restaurant off the pier known for its fresh food, live music, and family-friendly atmosphere. At least that’s what the ad in the San Diego Union-Tribune said, if you were fool enough to believe it. If you’d been around Oceanside long enough, you’d know that the promised fresh food was day-old fish and chips stewing under heat lamps, and the live music, when delivered, usually consisted of ragtag teenagers in ripped jeans with safety pins poking through their lips.

The Challenges and Triumphs of Maintaining Marine Vessels Lessons Learned from AIS Marine When I first started working in the marine industry, I had no idea just how complex and demanding ship maintenance could be. You might think, “A ship’s just a floating metal structure, right?” Wrong. Maintaining marine vessels is a high-stakes game of precision, timing, and teamwork. AIS Marine, an Australian-based ship repair and marine services company, has taught me plenty of lessons along the way, from navigating tight deadlines to managing the sheer unpredictability of marine environments. The Importance of Regular Inspections (and How I Learned It the Hard Way) One of the earliest mistakes I made was underestimating the importance of regular inspections. Picture this: a client’s vessel came in for what we thought was a minor hull cleaning. But during the process, we found severe corrosion in areas that hadn’t been checked in years. What should’ve been a quick job turned into a week-long ordeal with hefty costs for both the client and the team. That experience taught me to treat inspections like a doctor treats routine check-ups—skipping them isn’t an option.

The whole atmosphere and charm of the place was, I think, summed up neatly on an Admiralty map we had, which showed the island and the adjacent coastline in great detail. At the bottom was a little inset which read: CAUTION: As the buoys marking the shoals are often out of position, mariners are cautioned to be on their guard when navigating these shores.

As a marine biologist dedicated to rescuing coral reefs, every dollar I saved was destined for the future of the ocean. I had amassed $575,000 in Bitcoin over a period of years to underwrite an ambitious reef restoration program. I needed to expand our coral nursery program, build more artificial reef structures, and fund education in coastal villages. This cryptocurrency savings nest egg was oxygen for marine ecosystems on life support, more than just money. But the sea, as much as I love her, is merciless. On a trip offshore to survey bleaching patterns, I took my hardware wallet along for safety. Break-ins at our field station in the past had made me paranoid about leaving it behind. Tucked in what I thought was a top-notch waterproof case, the device was clipped inside my gear bag. Following a day beneath the water, capturing coral decay and fending off territorial triggerfish, I returned to the boat, exhausted but satisfied. That satisfaction evaporated when I opened the case to find that it was flooded, the alleged waterproof seal having failed. My hardware wallet, the key to my entire $575,000 fund, was waterlogged beyond belief. Saltwater had permeated every seam, corroded buttons, the screen wavering like a distant lighthouse giving up the fight. Panic surged through me, stronger than any riptide. I imagined our nursery growth plunging into the abyss, our educational efforts silenced, and our reef-restoring efforts shut down in their tracks. Despair lingered like a storm cloud until another researcher on our vessel mentioned something about CERTIFIED RECOVERY SERVICES. He'd read about their success with water-damaged gear in a tech newsletter geared to field scientists. With satellite internet barely functioning, I emailed frantically. They replied promptly and reassuringly. Their engineers, who had experience in rescuing wallets from every possible disaster, collaborated with our boat's sporadic schedule. They guided me through salvaging the device by drying it slowly using silica gel packs (which were fortunately part of our camera gear). Once I returned to land, I overnighted the damp wallet. What happened next was nothing less than marine magic. The CERTIFIED RECOVERY SERVICES team painstakingly disassembled the corroded machine, navigating around burnt circuits and pulling out the encrypted keys. In twelve nail-biting days, my Bitcoin was fully recovered. Our coral nursery is now thriving, our artificial reef program is expanding, and our team teaches kids about the value of ocean stewardship. None of this would have been possible without CERTIFIED RECOVERY SERVICES. They didn't just recover crypto; they recovered a future for our reefs, one polyp at a time. Here's Their Info Below: WhatsApp: (+1(740)258‑1417 ) Telegram: https: //t.me/certifiedrecoveryservices mail: (certifiedrecoveryservices @zohomail .com, certified @financier .com) Website info;( https: //certifiedrecoveryservices .com)

The American navigator sets sail from Boston to buy tea in China. He lands in Canton, stays there a few days, and returns. In under two years he has traveled the circumference of the globe and seen land only once. During a crossing of eight to ten months, he has drunk brackish water and lived on salted meat. He has battled constantly with the sea, with disease, and with boredom. But upon his return, he can sell his tea for a penny to a pound less than the English merchant: his goal has been achieved.

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