Maritime Ocean Quotes

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

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)...

First having read the book of myths, and loaded the camera, and checked the edge of the knife-blade, I put on the body-armor of black rubber the absurd flippers the grave and awkward mask. I am having to do this not like Cousteau with his assiduous team aboard the sun-flooded schooner but here alone. There is a ladder. The ladder is always there hanging innocently close to the side of the schooner. We know what it is for, we who have used it. Otherwise it is a piece of maritime floss some sundry equipment. I go down. Rung after rung and still the oxygen immerses me the blue light the clear atoms of our human air. I go down. My flippers cripple me, I crawl like an insect down the ladder and there is no one to tell me when the ocean will begin. First the air is blue and then it is bluer and then green and then black I am blacking out and yet my mask is powerful it pumps my blood with power the sea is another story the sea is not a question of power I have to learn alone to turn my body without force in the deep element. And now: it is easy to forget what I came for among so many who have always lived here swaying their crenellated fans between the reefs and besides you breathe differently down here. I came to explore the wreck. The words are purposes. The words are maps. I came to see the damage that was done and the treasures that prevail. I stroke the beam of my lamp slowly along the flank of something more permanent than fish or weed the thing I came for: the wreck and not the story of the wreck the thing itself and not the myth the drowned face always staring toward the sun the evidence of damage worn by salt and sway into this threadbare beauty the ribs of the disaster curving their assertion among the tentative haunters. This is the place. And I am here, the mermaid whose dark hair streams black, the merman in his armored body. We circle silently about the wreck we dive into the hold. I am she: I am he whose drowned face sleeps with open eyes whose breasts still bear the stress whose silver, copper, vermeil cargo lies obscurely inside barrels half-wedged and left to rot we are the half-destroyed instruments that once held to a course the water-eaten log the fouled compass We are, I am, you are by cowardice or courage the one who find our way back to this scene carrying a knife, a camera a book of myths in which our names do not appear.

Long before Christopher Columbus, the celebrated Chinese navigator Zheng He travelled through the south and westward maritime routes in the Indian Ocean and established relations with more than thirty countries in Asia, Africa, and the Middle East.

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.

All sailors of all sorts are more or less capricious and unreliable- they live in the varying outer weather and they inhale it's fickleness

idea of Central Europe has a “fatal geographical flaw.” Central Europe, Mackinder and Fairgrieve tell us, belongs to the “crush zone” that lays athwart Maritime Europe, with its “oceanic interests,

The South China Sea functions as the throat of the Western Pacific and Indian oceans—the mass of connective economic tissue where global sea routes coalesce. Here is the heart of Eurasia’s navigable rimland, punctuated by the Malacca, Sunda, Lombok, and Makassar straits. More than half of the world’s annual merchant fleet tonnage passes through these choke points, and a third of all maritime traffic worldwide.2

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.

The deep sea will never run out of things for us to dream about. Places will remain unseen and unvisited, fleeting moments will be missed, and nimble creatures, whose existence nobody can guess, will keep slipping out of sigh. We need to do all we can to keep it that way.

In contrast, Indian Hindus imposed on themselves caste rules that discouraged the crossing of the seas. Why did a people with such a strong maritime tradition impose these restrictions on themselves? Was it a loss of civilizational self-confidence? I have long looked for a satisfactory answer but have not yet found one. Nonetheless,

His sextant is a natural extension of any seaman navigator; virtually a part of him. Even today, in a maritime world of satellite precision fixing, the sextants are as much a necessity as they were aboard the Indiamen of old. No well-run merchantman will make an ocean passage without each and every one of her deck officers reporting to the bridge before midday, sextant in hand in preparation for ‘sights’.

Any man who had foretold such disasters this day last year would have been treated as a madman or a traitor. He would've been told that ere seven months have gone by, the American flag would have been swept from the ocean, the American navy destroyed, and the maritime arsenals reduced to ashes. Yet not one of the American frigates has struck her colors... Nothing chases them, nothing intercepts them, nothing engages them, except to yield…

In early 2016, Amazon was given a license by the Federal Maritime Commission to implement ocean freight services as an Ocean Transportation Intermediary. So, Amazon can now ship others’ goods. This new service, dubbed Fulfillment by Amazon (FBA), won’t do much directly for individual consumers. But it will allow Amazon’s Chinese partners to more easily and cost-effectively get their products across the Pacific in containers. Want to bet how long it will take Amazon to dominate the oceanic transport business? 67 The market to ship stuff (mostly) across the Pacific is a $ 350 billion business, but a low-margin one. Shippers charge $ 1,300 to ship a forty-foot container holding up to 10,000 units of product (13 cents per unit, or just under $ 10 to deliver a flatscreen TV). It’s a down-and-dirty business, unless you’re Amazon. The biggest component of that cost comes from labor: unloading and loading the ships and the paperwork. Amazon can deploy hardware (robotics) and software to reduce these costs. Combined with the company’s fledgling aircraft fleet, this could prove another huge business for Amazon. 68 Between drones, 757/ 767s, tractor trailers, trans-Pacific shipping, and retired military generals (no joke) who oversaw the world’s most complex logistics operations (try supplying submarines and aircraft carriers that don’t surface or dock more than once every six months), Amazon is building the most robust logistics infrastructure in history. If you’re like me, this can only leave you in awe: I can’t even make sure I have Gatorade in the fridge when I need it.

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.

Mughals to the importance of sea power. The Mughals had a predominantly continental outlook. Preoccupation with cavalry warfare blinded the Indian rulers to the maritime challenge of the European powers. The Mughals would only take an enemy seriously if he confronted them with large contingents of cavalry. Thus, they neglected the Indian Ocean as the most important element of the total Indian environment. They knew the monsoon would not permit a sustained maritime invasion of India. Thus, a maritime invader would find his supply lines cut in a short time-frame. The European powers, however, never attempted such an invasion. India itself had a huge military manpower pool with a mercenary orientation. It generally flocked to the banner of whichever local ruler paid the best. The European success lay in nativisation. They built up their military contingents in India by drilling local infantry troops who were far less expensive to maintain but in the end proved fatal to the Indian cavalry.

Mermaids - those half-human, half-fish sirens of the sea — are legendary sea creatures chronicled in maritime cultures since time immemorial. The ancient Greek epic poet Homer wrote of them in The Odyssey. In the ancient Far East, mermaids were the wives of powerful sea-dragons, and served as trusted messengers between their spouses and the emperors on land. The aboriginal people of Australia call mermaids yawkyawks – a name that may refer to their mesmerizing songs. The belief in mermaids may have arisen at the very dawn of our species. Magical female figures first appear in cave paintings in the late Paleolithic (Stone Age) period some 30,000 years ago, when modern humans gained dominion over the land and, presumably, began to sail the seas. Half-human creatures, called chimeras, also abound in mythology — in addition to mermaids, there were wise centaurs, wild satyrs, and frightful minotaurs, to name but a few. But are mermaids real? No evidence of aquatic humanoids has ever been found. Why, then, do they occupy the collective unconscious of nearly all seafaring peoples? That’s a question best left to historians, philosophers, and anthropologists.

Geopolitics is ultimately the study of the balance between options and lim­itations. A country's geography determines in large part what vulnerabilities it faces and what tools it holds. "Countries with flat tracks of land -- think Poland or Russia -- find building infrastructure easier and so become rich faster, but also find them­selves on the receiving end of invasions. This necessitates substantial stand­ing armies, but the very act of attempting to gain a bit of security automat­ically triggers angst and paranoia in the neighbors. "Countries with navigable rivers -- France and Argentina being premier examples -- start the game with some 'infrastructure' already baked in. Such ease of internal transport not only makes these countries socially uni­fied, wealthy, and cosmopolitan, but also more than a touch self-important. They show a distressing habit of becoming overimpressed with themselves -- and so tend to overreach. "Island nations enjoy security -- think the United Kingdom and Japan -- in part because of the physical separation from rivals, but also because they have no choice but to develop navies that help them keep others away from their shores. Armed with such tools, they find themselves actively meddling in the affairs of countries not just within arm's reach, but half a world away. "In contrast, mountain countries -- Kyrgyzstan and Bolivia, to pick a pair -- are so capital-poor they find even securing the basics difficult, mak­ing them largely subject to the whims of their less-mountainous neighbors. "It's the balance of these restrictions and empowerments that determine both possibilities and constraints, which from my point of view makes it straightforward to predict what most countries will do: · The Philippines' archipelagic nature gives it the physical stand-off of is­lands without the navy, so in the face of a threat from a superior country it will prostrate itself before any naval power that might come to its aid. · Chile's population center is in a single valley surrounded by mountains. Breaching those mountains is so difficult that the Chileans often find it easier to turn their back on the South American continent and interact economically with nations much further afield. · The Netherlands benefits from a huge portion of European trade because it controls the mouth of the Rhine, so it will seek to unite the Continent economically to maximize its economic gain while bringing in an exter­nal security guarantor to minimize threats to its independence. · Uzbekistan sits in the middle of a flat, arid pancake and so will try to expand like syrup until it reaches a barrier it cannot pass. The lack of local competition combined with regional water shortages adds a sharp, brutal aspect to its foreign policy. · New Zealand is a temperate zone country with a huge maritime frontage beyond the edge of the world, making it both wealthy and secure -- how could the Kiwis not be in a good mood every day? "But then there is the United States. It has the fiat lands of Australia with the climate and land quality of France, the riverine characteristics of Germany with the strategic exposure of New Zealand, and the island fea­tures of Japan but with oceanic moats -- and all on a scale that is quite lit­erally continental. Such landscapes not only make it rich and secure beyond peer, but also enable its navy to be so powerful that America dominates the global oceans.

The state of New Hampshire boasts a mere eighteen miles of Atlantic Ocean coastline. The Piscataqua River separates the state's southeastern corner from Maine and empties into the Atlantic. On the southwestern corner of this juncture of river and ocean is Portsmouth, New Hampshire. The smaller town of Kittery, Maine, is on the opposite side of the river. The port of Piscataqua is deep, and it never freezes in winter, making it an ideal location for maritime vocations such as fishing, sea trade, and shipbuilding. Four years before the founding of Jamestown, Virginia, in 1603, Martin Pring of England first discovered the natural virtues of Piscataqua harbor. While on a scouting voyage in the ship Speedwell, Pring sailed approximately ten miles up the unexplored Piscataqua, where he discovered “goodly groves and woods replenished with tall oakes, beeches, pine-trees, firre-trees, hasels, and maples.”1 Following Pring, Samuel de Champlain, Captain John Smith, and Sir Ferdinando Gorges each sailed along the Maine-New Hampshire coastline and remarked on its abundance of timber and fish. The first account of Piscataqua harbor was given by Smith, that intrepid explorer, author, and cofounder of the Jamestown settlement, who assigned the name “New-England” to the northeast coastline in 1614. In May or June of that year, he landed near the Piscataqua, which he later described as “a safe harbour, with a rocky shore.”2 In 1623, three years after the Pilgrim founding of Plymouth, an English fishing and trading company headed by David Thomson established a saltworks and fishing station in what is now Rye, New Hampshire, just west of the Piscataqua River. English fishermen soon flocked to the Maine and New Hampshire coastline, eventually venturing inland to dry their nets, salt, and fish. They were particularly drawn to the large cod population around the Piscataqua, as in winter the cod-spawning grounds shifted from the cold offshore banks to the warmer waters along the coast.

president, Hannibal Hamlin. The William Badger's history helps illuminate a fascinating period of mid-nineteenth-century maritime activity, when sturdy square-rigged sailing ships canvassed the oceans and U.S. coastal waterways. In the days before digital electronics,

My senior year flew by and before I knew it, I was graduating from high school. I was never really fired up about going to the Naval Academy, but that’s easy to say after bombing out on the math part of the entrance exam. Little did I know that eventually, I would become part of the Naval Academy’s “Blue & Gold Program!” In time I would become a Math Teacher and a part of the Naval Academy’s “Blue & Gold Program!” Never mind, I did make it into Maine Maritime Academy at Castine, Maine. My interest in the sea was always merchant ships like the blue ribbon ocean liners and the sea itself. I was never really interested in fighting wars, or in warships for that matter. Perhaps it was that I had lost so many of my family to war that I hated the thought of people killing each other for what they considered a righteous cause. In spite of these feelings, I wound up with over forty years of military service. I knew that I was on the right track and at last my parents were proud of me. I was about to graduate with good grades and was following in the footsteps of “those that go down to the sea in ships.

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….

Packet Steamers Generally Packet Steamers, ships or boats are regularly scheduled vessels carrying mail. Sometime armed these ships carried all types of mail although the name gives the impression that they only carried carried bulk mail. Reliability was most important and the service was first started by the British to carry embassy mail packets to the Empire’s colonies, outposts as well as Consulates and Embassies. Although the name denotes smaller high speed vessels the English designation “packet boat” can denote a large ocean liner. In wartime these vessels were expected to run regular shipments past the gauntlet of warships and privateers. Some even had to evade marauding pirates. In 1829, pirates captured the packet Topaz and murdered her crew after looting her. In time commercial steam liners began to work regular coastal and international schedules having contracts from governments to carry mail as well as passengers and high-value cargo. Their services retained the name "Packet". The term was frequently used to identify American coastal vessels that carried cargo and passengers on routes from Maine to Cuba and beyond.

Indonesia should revive its maritime culture, develop its fishing industry, improve maritime links through things like better ferries and ports, and crack down on illegal fishing and other violations of sovereignty. Indeed, he said, Indonesia should be nothing less than a “world maritime axis” between the Indian Ocean and the Pacific.

Castine is a quiet town with a population of about 1,500 people in Western Hancock County, Maine, named after John Hancock, when Maine was a part of the Commonwealth of Massachusetts. He was the famous statesman, merchant and smuggler who signed the “Declaration of Independence” with a signature large enough so that the English monarch, King George, could read it without glasses. Every child in New England knows that John Hancock was a prominent activist and patriot during the colonial history of the United States and not just the name of a well-known Insurance Company. Just below the earthen remains of Fort George, on both sides of Pleasant Street, lays the campus of Maine Maritime Academy. Prior to World War II, this location was the home of the Eastern State Normal School, whose purpose was to train grade school teachers. Maine Maritime Academy has significantly grown over the years and is now a four-year college that graduates officers and engineers for the United States Merchant Marine, as well as educating students in marine-related industries such as yacht and small craft management. Bachelor Degrees are offered in Engineering, International Business and Logistics, Marine Transportation, and Ocean Studies. Graduate studies are offered in Global Logistics and Maritime Management, as well as in International Logistics Management. Presently there are approximately 1,030 students enrolled at the Academy. Maine Maritime Academy's ranking was 7th in the 2016 edition of Best Northern Regional Colleges by U.S. News and World Report. The school was named the Number One public college in the United States by Money Magazine. Photo Caption: Castine, Maine

James R. Holmes and Toshi Yoshihara, Chinese Naval Strategy in the 21st Century: The Turn to Mahan (New York: Routledge, 2008); Toshi Yoshihara and James Holmes, “Command of the Sea with Chinese Characteristics,” Orbis, Fall 2005; Gabriel B. Collins et al., eds., China’s Energy Strategy: The Impact on Beijing’s Maritime Policies (Annapolis, MD: Naval Institute Press, 2008); and Andrew Erickson and Gabe Collins, “Beijing’s Energy Security Strategy: The Significance of a Chinese State-Owned Tanker Fleet,” Orbis, Fall 2007. * One should not forget the French, whose role, particularly in the islands of the southwestern Indian Ocean, is covered expertly by Richard Hall in Empires of the Monsoon: A History of the Indian Ocean and Its Invaders (London: HarperCollins, 1996).

There are no compelling reasons for exploiting the deep, just industry and politics vying to push into that last frontier.

The deep sea will never run out of things for us to dream about. Places will remain unseen and unvisited, fleeting moments will be missed, and nimble creatures, whose existence nobody can guess, will keep slipping out of sight. We need to do all we can to keep it that way.

The tendency to trade, involving of necessity the production of something to trade with, is the national characteristic most important to the development of sea power. Granting it and a good seaboard, it is not likely that the dangers of the sea, or any aversion to it, will deter a people from seeking wealth by the paths of ocean commerce.

The core of Rath was a group of young SDF officers who had little political power. The NSA made use of that, sending a CIA agent with the embassy’s office to make a deal with a high-ranking minister of the Maritime SDF. The Nagato defense ship for Rath’s de facto headquarters, the Ocean Turtle, would stand down for twenty-four hours

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.

JOHN LEHMAN, PRESIDENT REAGAN’S SECRETARY of the Navy during the 1980s, recently published a book (Oceans Ventured, W. W. Norton, 2018) discussing the maritime security strategy that he promoted while he was secretary. In his book (p. 96) he comments: “In early years of the strategy, while we modernized the fleet a certain amount of bluff was necessary.” Even for those not involved at the time, that specific note might prompt someone to ask three questions: •  Just how much bluff are we talking about? •  Was any sort of net assessment made before the maritime strategy was launched? • What really happened? Well, the maritime strategy was a whole box full of bluff. And what actually occurred makes for an interesting case study. It was a while ago, so it is necessary to set the stage. It also involves providing some background as the situation had developed over some time. Our own submarine force had become more and more secretive in their war against the Soviets. As a result, nonsubmariners

With the outbreak of World War I, the Lusitania was officially designated an Armed Merchant Cruiser, but at the same time, the ship continued to ply the waters as a civilian ocean liner, supposedly under the protection of the Cruiser Rules, a set of rules developed during the latter half of the 19th century to cover how civilian vessels would be treated during a time of war.  The rules allowed for navies to capture an enemy’s civilian ships, but if they did so, they had to provide safe passage for the non-military passengers on board. In the same vein, it forbade the targeting of civilian vessels by military ships.

However, the most emotional objects for him were the shoes, for their tough leather had survived where nothing else had, not even the feet that had been wearing them when they settled on the bottom of the ocean.  He soon realized that every pair of shoes lying side by side represented a life snuffed out and a body long ago taken by the sea.

He later explained that when the ship landed, it hit so hard that it sunk 60 feet down into the ocean’s floor.  As they maneuvered Argo up its side, they saw rows and rows of portholes, looking back at them, Ballard later said, like the eyes of the dead.

The South China Sea, described as the “world’s most critical waterway,” stretches from the Indian Ocean to Asia and the Pacific Ocean. It is bordered by Indonesia, Malaysia, Brunei, the Philippines, Vietnam, China, and Taiwan. Singapore is just beyond its limits. Through its waters pass $3.5 trillion of world trade—two-thirds of China’s maritime trade, and over 40 percent of Japan’s and 30 percent of total world trade. The flows include fifteen million barrels of oil a day—almost as much as goes through the Strait of Hormuz—as well as a third of the world’s LNG. Eighty percent of China’s oil imports pass through

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!

Suddenly, as I watched the powerful dynamics of the ocean, I saw a young boy and his sister trying to make their way around the front of the superstructure. Like me, they wanted to get a better view. It was just then that an exceptionally large wave struck, bringing the water crashing over the anchor windlass and the foredeck. The force swept the children off their feet and towards the railing. My first thought was that they were about to be carried overboard, into this unforgiving ocean. Fortunately, they managed to hold fast onto the lower rung of the railing, as the bulk of the water washed over the side or ended up in the scuppers. As the ship started to lift itself from the ocean’s grip, I ran across the foredeck and grabbed both children with one arm. Feeling the ship begin its slide into another trough, I grabbed hold of a stanchion with my free hand. Once more, the vessel shuddered and lifted, trying to break free of the raging ocean. In this wild roller coaster ride, we were all soaked in the cold salt water that flooded around us, but I managed to hold fast. It seemed like an eternity that I lay there trying to prevent the three of us from being washed over the side. Braced against the fishplate, my leg steadied us until the next convulsion lifted us high above the ocean again. At the right moment, we all got up and ran. Slipping and sliding we ran down the sloping deck to the relative safety of the leeward side. The Deck Officer on the Bridge, who had the watch, saw what had happened and recommended me for a “Life Saving award.” I didn’t think that I deserved an award for what I had done, but nevertheless I received one on our return voyage. And when the crew learned what had happened, I was promoted in their estimation from a greenhorn kid, to one of them.

Where maritime security and HADR situations are concerned, India has emerged as a key player, especially in the Indian Ocean.

But the Atlantic Ocean is surely a living thing-furiously and demonstrably so. It is an ocean that moves, impressively and ceaselessly. It generates all kinds of noise- it is forever roaring, thundering, boiling, crashing, swelling, lapping. It is easy to imagine it trying to draw breath- perhaps not so noticeably out in mid-ocean, but where it encounters land, its waters sifting up and down a gravel beach, it mimics nearly perfectly the steady inspirations and exhalations of a living creature. It crawls with symbiotic existences, too: unimaginable quantities of monsters churn within its depths in a kind of maritime harmony, giving to the waters a felling of vibration, a kind of suboceanic pulse. And it has a psychology. It has moods: sometimes dour and sullen, on rare occasions cunning and playful; always it is pondering and powerful.

Indonesia’s political geography has an amplifying effect on Indonesia’s rise. It is the largest archipelagic state in the world, and oversees maritime trade routes, which are critical lifelines for the East Asian powers, such as China, Japan and South Korea. Indonesia is the only rising Asian power that has its feet both in the Pacific and Indian Oceans, entitling it to play a leadership role in an expansive canvas stretching from eastern African shores to the western coast in the Americas.

Prime Minister Abe is reported to have proposed “a strategy whereby Australia, India, Japan and the US state of Hawaii form a diamond to safeguard the maritime commons stretching from the Indian Ocean region to the Western Pacific… I am prepared to invest to the greater possible extent, Japan’s capabilities in this security diamond.” The Indian Prime Minister spoke of India and Japan as “natural and indispensable partners for…a peaceful, stable, cooperative and prosperous future for the Asia Pacific and Indian Ocean regions.