Maritime Quotes

LOG ENTRY: SOL 381 I’ve been thinking about laws on Mars. Yeah, I know, it’s a stupid thing to think about, but I have a lot of free time. There’s an international treaty saying no country can lay claim to anything that’s not on Earth. And by another treaty, if you’re not in any country’s territory, maritime law applies. So Mars is “international waters.” NASA is an American nonmilitary organization, and it owns the Hab. So while I’m in the Hab, American law applies. As soon as I step outside, I’m in international waters. Then when I get in the rover, I’m back to American law. Here’s the cool part: I will eventually go to Schiaparelli and commandeer the Ares 4 lander. Nobody explicitly gave me permission to do this, and they can’t until I’m aboard Ares 4 and operating the comm system. After I board Ares 4, before talking to NASA, I will take control of a craft in international waters without permission. That makes me a pirate! A space pirate!

Everything is changing. It has to. You can’t stop time. All you can do is point yourself in a direction and hope the wind will let you get there. Another maritime metaphor. I am truly a local’s worst nightmare. But the point stands: change happens.

The track lingered on the surface like a long pale scar. In maritime vernacular, this trail of fading disturbance, whether from ship or torpedo, was called a “dead wake.

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

The sinking of the Gustloff is the largest maritime disaster, yet the world still knows nothing of it. I often wonder, will that ever change or will it remain just another secret swallowed by war? You

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?

partly by tips reaching their head offices from those numerous radio hams who like to listen to maritime radio talk.

THE DATE WAS APRIL 14, 1912, a sinister day in maritime history, but of course the man in suite 63–65, shelter deck C, did not yet know it.

The sinking of the Wilhelm Gustloff is the deadliest disaster in maritime history, with losses dwarfing the death tolls of the famous ships Titanic and Lusitania. Yet remarkably, most people have never heard of it. On January 30, 1945, four torpedoes waited in the belly of Soviet submarine S-13.

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.

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)...

In rapid succession we passed through the fringe of fashionable London, hotel London, theatrical London, literary London, commercial London, and, finally, maritime London

A writer should be able to open a window or two for others to see the world and themselves in a new light. Anything less is just self–indulgence and intellectual masturbation.

The dangers of the sea should always take precedence over the violence of the enemy’ Rear-Admiral Ben Bryant CB, DSO and two bars, DSC

Thus, Taiwan Strait may have served as the training ground where mainland Chinese developed the open-water maritime skills that would permit them to expand over the Pacific.

Tout grand port maritime offre, aux alentours de ses quais, le spectacle d’étrangers des plus bizarres et des plus hétéroclites. Même dans Broadway et Chesnut Streets, il

Textile production is second only to the oil industry for pollution. It adds more greenhouse gases to our atmosphere than all international flights and maritime shipping combined.

explanation for such a one-sided transaction: “This accession of territory affirms forever the power of the United States, and I have just given England a maritime rival that sooner or later will lay low her pride.

...the three cardinal tenets of rum drinking in Newfoundland. The first of these is that as soon as a bottle is placed on a table it must be opened. This is done to "let the air get at it and carry off the black vapors." The second tenet is that a bottle, once opened, must never be restoppered, because of the belief that it will then go bad. No bottle of rum has ever gone bad in Newfoundland, but none has ever been restoppered, so there is no way of knowing whether this belief is reasonable. The final tenet is that an open bottle must be drunk as rapidly as possible "before all to-good goes out of it.

Only three routes of upward mobility were available to socially ambitious upstarts such as Columbus: war, the Church, and the sea. Columbus probably contemplated all three: he wanted a clerical career for one of his brothers, and fancied himself as “a captain of cavaliers and conquests.” But seafaring was a natural choice, especially for a boy from a maritime community as single-minded as that of Genoa. Opportunities for employment and profit abounded.

The mariners all ‘gan work the ropes, where they were wont to do: They raised their limbs like lifeless tools - We were a ghastly crew.

A sailor’s joys are as simple as a child’s.

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.

Stalking?” Brad made a face, drawing back as if he’d been asked to host a Pampered Chef party. “I didn’t say anything about stalking. All I want you to do is stick close to her and check out who she talks to… see where she goes… maybe find out what kind of guys are approaching her. That sort of thing. Then report it all back to me.

Free trade. This was always the British line of argument – free trade, free competition, an equal playing field for all. Only it never ended up that way, did it? What ‘free trade’ really meant was British imperial dominance, for what was free about a trade that relied on a massive build-up of naval power to secure maritime access? When mere trading companies could wage war, assess taxes, and administer civil and criminal justice?

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.

the fashion industry has an enormous carbon footprint. Textile production is second only to the oil industry for pollution. It adds more greenhouse gases to our atmosphere than all international flights and maritime shipping combined. Estimates suggest that the fashion industry is responsible for a whopping 10 percent of global CO2 emissions,26 and as we increase our consumption of fast fashion, the related emissions are set to grow rapidly.

In rapid succession we passed through the fringe of fashionable London, hotel London, theatrical London, literary London, commercial London, and, finally, maritime London, till we came to a riverside city of a hundred thousand souls, where the tenement houses swelter and reek with the outcasts of Europe.

The year 1866 was signalised by a remarkable incident, a mysterious and puzzling phenomenon, which doubtless no one has yet forgotten. Not to mention rumours which agitated the maritime population and excited the public mind, even in the interior of continents, seafaring men were particularly excited. Merchants, common sailors, captains of vessels, skippers, both of Europe and America, naval officers of all countries, and the Governments of several States on the two continents, were deeply interested in the matter. For some time past vessels had been met by "an enormous thing," a long object, spindle-shaped, occasionally phosphorescent, and infinitely larger and more rapid in its movements than a whale. The facts relating to this apparition (entered in various log-books) agreed in most respects as to the shape of the object or creature in question, the untiring rapidity of its movements, its surprising power of locomotion, and the peculiar life with which it seemed endowed. If it was a whale, it surpassed in size all those hitherto classified in science. Taking into consideration the mean of observations made at divers times—rejecting the timid estimate of those who assigned to this object a length of two hundred feet, equally with the exaggerated opinions which set it down as a mile

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.

Canada is like an old cow. The West feeds it. Ontario and Quebec milk it. And you can well imagine what it's doing in the Maritimes.

Textile production produces an estimated 1.2 billion tonnes of CO2 equivalent (CO2e) per year, which is more than international flights and maritime shipping combined.35

A stagnant navy,” noted one maritime scholar, “was no place for a man on the make.

Maritime technology coupled with political organization was similarly essential for European expansions to other continents, as well as for expansions of many other peoples.

The Shakespearean theatre was the product of the entrepreneurial maritime culture of the age,

The student interprets the age of chivalry by his own age of chivalry, and the days of Maritime adventure, and circumnavigation by quite parallel, miniature experiences of his own

The maritime aspect of grand strategy was always one of Napoleon’s weaknesses: in all his long list of victories, none was at sea.

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.

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

would have breached a fundamental maritime code, the cruiser rules, or prize law, established in the nineteenth century to govern warfare against civilian shipping. Obeyed ever since by all seagoing powers, the rules held that a warship could stop a merchant vessel and search it but had to keep its crew safe and bring the ship to a nearby port, where a “prize court” would determine its fate. The rules forbade attacks against passenger vessels.

Georgie?” He reached out with both hands to steady her—and himself. His mind had trouble focusing. He couldn’t believe Georgie was actually standing in front of him. She looked liked an angel—in knee-high biker boots. Those boots looked even better in real life than in his imagination. He gazed into her eyes and was filled with so many emotions, so many things he wanted to say to her, he didn’t know where to start. “I like your shoes,” he said.

In the process, Albuquerque was consolidating a revolutionary concept of empire. The Portuguese were always aware of how few they were; many of their early contests were against vastly unequal numbers. They quickly abandoned the notion of occupying large areas of territory. Instead, they evolved as a mantra the concept of flexible sea power tied to the occupation of defendable coastal forts and a network of bases. Supremacy at sea; their technological expertise in fortress building, navigation, cartography, and gunnery; their naval mobility and ability to coordinate operations over vast maritime spaces; the tenacity and continuity of their efforts—an investment over decades in shipbuilding, knowledge acquisition, and human resources—these facilitated a new form of long-range seaborne empire, able to control trade and resources across enormous distances. It gave the Portuguese ambitions with a global dimension.

Notwithstanding the security for future repose which the United States ought to find in their love of peace and their constant respect for the rights of other nations, the character of the times particularly inculcates the lesson that, whether to prevent or repel danger, we ought not to be unprepared for it. This consideration will sufficiently recommend to Congress a liberal provision for the immediate extension and gradual completion of the works of defense, both fixed and floating, on our maritime frontier, and an adequate provision for guarding our inland frontier against dangers to which certain portions of it may continue to be exposed. [7th Annual Message to Congress, Dec. 5, 1815]

Bea’s heart quivered again, for few things could reveal the depth of his affection more than a blatant disregard for the dictates of maritime tradition. “Moving the conversation from beetroot to naval battles could not have been a smooth transition.

Immediate reasons for Pizarro’s success included military technology based on guns, steel weapons, and horses; infectious diseases endemic in Eurasia; European maritime technology; the centralized political organization of European states; and writing.

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.

A gyroscope kept the torpedo on course, adjusting for vertical and horizontal deflection. The track lingered on the surface like a long pale scar. In maritime vernacular, this trail of fading disturbance, whether from ship or torpedo, was called a “dead wake.

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 DATE WAS APRIL 14, 1912, a sinister day in maritime history, but of course the man in suite 63–65, shelter deck C, did not yet know it. What he did know was that his foot hurt badly, more than he had expected. He was sixty-five years old and had become a large man. His hair had turned gray, his mustache nearly white, but his eyes were as blue as ever, bluer at this instant by proximity to the sea. His foot had forced him to delay the voyage, and now it kept him anchored in his suite while the other first-class passengers, his wife among them, did what he would have loved to do, which was to explore the ship’s more exotic precincts. The man loved the opulence of the ship, just as he loved Pullman Palace cars and giant fireplaces, but his foot problem tempered his enjoyment.

Unlike the ancients, modern man does not see Mother Earth as some kind of goddess like Gaia, the ancestral mother of all life in Greek mythology. He has de–mythicized her, reduced her to an object, a specimen, to be studied by scientists and exploited by corporations for profit.

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.

We faced tremendous odds with an improbable chance of survival. Singapore was not a natural country but man-made, a trading post the British had developed into a nodal point in their worldwide maritime empire. We inherited the island without its hinterland, a heart without a body.

For not only do fabulous rumors naturally grow out of the very body of all surprising terrible events,—as the smitten tree gives birth to its fungi; but, in maritime life, far more than in that of terra firma, wild rumors abound, wherever there is any adequate reality for them to cling to.

I phoned the Admiral back. 'It's no use, Admiral, the French speak nothing but French.' There was a short pause on the end of the line then his voice rattled into life like a sabre. 'They're lying, Tim!' 'What?' 'The French Navy must by law speak English, as English is the international maritime language of the sea.' 'Has anyone told the French that?' The line went dead for a moment before he thundered, 'Yes Nelson. At the battle of Trafalgar.' I tried to stifle an irresistibly British giggle not knowing if the Admiral was making a joke or not. I got it right. He was serious.

November 1775, when our Founding Fathers “. . .resolved, that two Battalions of Marines be raised. . .[and]. . .that particular care be taken that no person be appointed or enlisted into said Battalions, but such as are good seamen or so acquainted with maritime affairs as are able to serve to advantage by sea,

(Corcyraeans:) Again, when the proffered alliance is that of a maritime and not of an inland power, it is a far more serious matter to refuse. You should, if possible, allow no one to have a fleet but yourselves; or, if this is impossible, whoever is strongest at sea, make him your friend. (Book 1 Chapter 35.5)

Intended to sound the alarm and raise England’s level of naval preparedness, the story was entertaining, and frightening, but was widely deemed too far-fetched to be believable, for Captain Sirius’s behavior would have breached a fundamental maritime code, the cruiser rules, or prize law, established in the nineteenth century to govern warfare against civilian shipping. Obeyed ever since by all seagoing powers, the rules held that a warship could stop a merchant vessel and search it but had to keep its crew safe and bring the ship to a nearby port, where a “prize court” would determine its fate. The rules forbade attacks against passenger vessels. In

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,

Any port in a storm.

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.

Boating is a wonderful and relaxing pastime, however it is not without its hazards.

Another man packed a gold seal for stamping wax on the back of an envelope, with the Latin motto Tuta Tenebo, “I will keep you safe.

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

If I do have to sight land, I like it to be from as far off as possible.

How long will it last, this peace I have found at sea? It is all of life that I contemplate—sun, clouds, time that passes and abides.

A writer should be able to open a window or two and prompt others to see the world and themselves in a new light. Anything less is just self–indulgence and intellectual masturbation.

... neither the metaphor of ‘melting pot’ nor of ‘salad bowl’ can accurately explain Indian culture. My preferred metaphor is that of the Rain Forest. The ‘tropical rain forest’ characteristically has a number of layers, each with a variety of flora and fauna adapted for life in that particular layer. The layers include the uppermost ‘emergent’ layer that rises above to form the canopy of the forest, the ‘under-story’ and finally the ‘forest floor’, the foundational core. This emergent layer has its roots in the forest floor that is full of shrubs, vines and fungi... A ‘bird’s-eye view’ cannot reveal this rootedness, the underlying substratum, the under-stories and the forest floor. If the metaphor of ‘tropical rain forest’ is applied to the Indus Valley Civilization, the citadels, the rulers, and the rich merchants with their maritime wealth, the urban structure and its finesse are comparable with the ‘emergent canopy’. Yet the bulk of the demography was at the root – the substratum, from which the mature urban cities emerged... The nature of its religion, the cultural practices, cockfights and bull-vaulting visually represent the ‘under-story’ of the IVC.

courts may exercise jurisdiction: cases between states; cases between a state and citizens of another state, or between citizens of different states; “controversies to which the United States shall be a party”; admiralty and maritime disputes; cases involving ambassadors and other foreign diplomats; and cases between a state or its citizens and the government or residents of a foreign state.

Immediate reasons for Pizarro’s success included military technology based on guns, steel weapons, and horses; infectious diseases endemic in Eurasia; European maritime technology; the centralized political organization of European states; and writing. The title of this book will serve as shorthand for those proximate factors, which also enabled modern Europeans to conquer peoples of other continents.

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…

I’ve been thinking about laws on Mars. Yeah, I know, it’s a stupid thing to think about, but I have a lot of free time. There’s an international treaty saying no country can lay claim to anything that’s not on Earth. And by another treaty, if you’re not in any country’s territory, maritime law applies. So Mars is “international waters.” NASA is an American nonmilitary organization, and it owns the Hab. So while I’m in the Hab, American law applies. As soon as I step outside, I’m in international waters. Then when I get in the rover, I’m back to American law. Here’s the cool part: I will eventually go to Schiaparelli and commandeer the Ares 4 lander. Nobody explicitly gave me permission to do this, and they can’t until I’m aboard Ares 4 and operating the comm system. After I board Ares 4, before talking to NASA, I will take control of a craft in international waters without permission. That makes me a pirate! A space pirate!

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.

A 1956 New York Times article quoted Plass as “warning” that “the amount of carbon dioxide released in the atmosphere will be so large that it will have a profound effect on our climate.”33 The next year Revelle testified before congress that the rise of CO2 might turn Southern California and Texas into “real deserts,” and that the Soviet Union might become a maritime power in the twenty-first century as a result of the melting of Arctic ice.34 Climate change had arrived in Washington.35

The year 1866 was signalised by a remarkable incident, a mysterious and puzzling phenomenon, which doubtless no one has yet forgotten. Not to mention rumours which agitated the maritime population and excited the public mind, even in the interior of continents, seafaring men were particularly excited. Merchants, common sailors, captains of vessels, skippers, both of Europe and America, naval officers of all countries, and the Governments of several States on the two continents, were deeply interested in the matter.

Travel by water was often faster, smoother, more efficient, and in many circumstances safer and more convenient than overland travel, which presents obstacles and threats from animals, people, terrain, and even the conventions and institutions of shoreside society.

(Archidamus:) The allies of the Athenians are not less numerous; they pay them tribute too; and war is not an affair of arms, but of money which gives to arms their use, and which is needed above all things when a continental is fighting against a maritime power: let us find money first, and then we may safely allow our minds to be excited by the speeches of our allies. We, on whom the future responsibility, whether for good or evil, will chiefly fall, should calmly reflect on the consequences which may follow. (Book 1 Chapter 83.2-3)

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.

Pisani’s plan was simple but highly risky. He had closely observed the comings and goings of the Genoese; they had become complacent. Doria believed he held Venice in an iron grip, and that little more was required now to squeeze the remaining life out of a starving enemy. There were three maritime exits from Chioggia. Two, at either end of its lido, led directly out to sea; the third, the Lombardy Channel, ran behind the island and through the lagoon. Pisani’s idea was to block these exits, hemming the enemy in. The besiegers would become, in their turn, besieged.

am friend to the pilibeen, the red-necked chough, the parsnip land-rail, the pilibeen móna, the bottle-tailed tit, the common marsh-coot, the speckle-toed guillemot, the pilibeen sléibhe, the Mohar gannet, the peregrine ploughgull, the long-eared bush-owl, the Wicklow small-fowl, the bevil-beaked chough, the hooded tit, the pilibeen uisce, the common corby, the fish-tailed mud-piper, the crúiskeen lawn, the carrion sea-cock, the green-lidded parakeet, the brown bog-martin, the maritime wren, the dove-tailed wheatcrake, the beaded daw, the Galway hill-bantam and the pilibeen cathrach.

OBAMA’S FRUSTRATION WITH HIS critics boiled over during a lengthy trip to Asia in the spring of 2014. In the region, the trip was seen as another carefully designed U.S. effort to counter China. We’d go to Japan, to bring them into the Trans-Pacific Partnership (TPP)—weaving together twelve Asia Pacific economies into one framework of trade rules, environmental protections, and labor rights. We’d go to South Korea and discuss ways to increase pressure on North Korea. We’d go to Malaysia, something of a swing state in Southeast Asia, which we were bringing closer through TPP. And we’d end in the Philippines, a U.S. ally that was mired in territorial disputes with China over maritime boundaries in the South China Sea.

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.

(Pericles:) And they will not easily acquire the art of seamanship; even you yourselves, who have been practising ever since the Persian War, are not yet perfect. How can they, who are not sailors, but tillers of the soil, do much? They will not even be permitted to practise, because a large fleet will constantly be lying in wait for them. If they were watched by a few ships only, they might run the risk, trusting to their numbers and forgetting their inexperience; but if they are kept off the sea by our superior strength, their want of practice will make them unskilful, and their want of skill timid. Maritime skill is like skill of other kinds, not a thing to be cultivated by the way or at chance times; it is jealous of any other pursuit which distracts the mind for an instant from itself. (Book 1 Chapter 142.6-9)

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.

The Lighthouse by Stewart Stafford Apart and alone, From where the ships dock, Stands the white sentinel edifice on a promontory rock. Like the land's index finger, At the extent of the sea, Warning passing vessels where it's safe to be. It's one luminous eye, Swivels around its clear head, To keep lucky sailors off the seabed. It seeks no credit, And needs no thanks, Saluting proudly from above the fog banks. © Stewart Stafford, 2021. All rights reserved.

LOG ENTRY: SOL 381 I've been thinking about laws on Mars. Yeah, I know, it's a stupid thing to think about, but I have a lot of free time. There's an international treaty saying no country can lay claim to anything that's not on Earth. And by another treaty, if you're not in any country's territory, maritime law applies. So Mars is "international waters". NASA is an American nonmilitary organization, and it owns the Hab. So while I'm in the Hab, American law applies. As soon as I step outside, I'm in international waters. Then when I get in the rover, I'm back to American law. Here's the cool part: I will eventually go to Schiaparelli and commandeer the Ares 4 lander. Nobody explicitly gave me permission to do this, and they can't until I'm aboard Ares 4 and operating the comm system. After I board Ares 4, before talking to NASA, I will take control of a craft in international waters without permission. That makes me a pirate! A space pirate!

I think of Acadian cussing as a form of bilingual folk poetry. I take a pwerless battery from my boat to the local garage, and Claude Poirier shakes his head sadly as he announces his diagnosis: 'C'est tout fucké, ça.' 'He's so goddamn cute!' says an Acadian grandmother adoringly, cradling her baby grandson. 'I could just squeeze the fuckin' shit right outta him.' Perhaps my favourite line of all is a disgusted Acadian's declaration that 'That fuckin' t'ing is fuckin' well fucked.

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.

products.” The Global Positioning System (GPS) uses spread spectrum. So does the U.S. military’s $41 billion MILSATCOM satellite communications network. Wireless local area networks (wLANs) use spread spectrum, as do wireless cash registers, bar-code readers, restaurant menu pads, and home control systems. So does Qualcomm’s Omni-TRACS mobile information system for commercial trucking fleets. So do unmanned aerial vehicles (UAVs), electronic automotive subsystems, aerial and maritime mobile broadband, wireless access points, digital watermarking, and much more. A study done for Microsoft in 2009 estimated the minimum economic value of spread-spectrum Wi-Fi in homes and hospitals and RFID tags in clothing retail outlets in the U.S. as $16–$37 billion per year. These uses, the study notes, “only account for 15% of the total projected market for unlicensed [spectrum] chipsets in 2014, and therefore significantly underestimates the total value being generated in unlicensed usage over this time period.” A market of which 15 percent is $25 billion would be a $166 billion market.

It was a season of grand ballooning experiments in Paris; word of the flights, including a manned one in November 1783, spread rapidly.3 Jefferson sensed the revolutionary possibilities of human control of the air.4 “What think you of these balloons? They really begin to assume a serious face,” he wrote. Reports had people flying six miles in twenty minutes at three thousand feet. He took a jocular tone, but his words were prescient. “This discovery seems to threaten the prostration of fortified works unless they can be closed above, the destruction of fleets and what not. The French may now run over their laces, wines etc. to England duty free. The whole system of British statutes made on the supposition of goods being brought into some port must be revised. Inland countries may now become maritime states unless you choose rather to call them aerial ones as their commerce is in [the] future to be carried on through that element. But jesting apart I think this discovery may lead to things useful.” Ten years later, in Philadelphia, Jefferson saw the first successful manned balloon flight in America.5 His

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.

(Corinthian:) Now those among us who have ever had dealings with the Athenians, do not require to be warned against them; but such as live inland and not on any maritime highway should clearly understand that, if they do not protect the sea-board, they will find it more difficult to carry their produce to the sea, or to receive in return the goods which the sea gives to the land. They should not lend a careless ear to our words, for they nearly concern them; they should remember that, if they desert the cities on the sea-shore, the danger may some day reach them, and that they are consulting for their own interests quite as much as for ours. And therefore let no one hesitate to accept war in exchange for peace. Wise men refuse to move until they are wronged, but brave men as soon as they are wronged go to war, and when there is a good opportunity make peace again. They are not intoxicated by military success; but neither will they tolerate injustice from a love of peace and ease. For he whom pleasure makes a coward will quickly lose, if he continues inactive, the delights of ease which he is so unwilling to renounce; and he whose arrogance is stimulated by victory does not see how hollow is the confidence which elates him. (Book 1 Chapter 120.2-4)

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.

Liverpool, surreal. Liverpool, sardonic. Liverpool, battered dignity. Liverpool, flotsam of maritime memory. Liverpool, never quite what it was because everything it does changes what it does. Liverpool, the home of Liverpool. Liverpool, welcoming the world. Liverpool, cutting-edge, keeping pace, dropping anchor. Liverpool, lost. Liverpool, as spontaneous as life itself. Liverpool, born. Liverpool, going to sea. Liverpool, set in its ways, at the end of the line, at the beginning of time, with its back to the land, its feet in the water, its head in the clouds, its heart on its sleeve, hearts in its mouth. Liverpool, its being so cheerful that keeps us going. Liverpool, the first city to rock in Britain. Liverpool, boring people to tears. Liverpool, singing for its supper. Liverpool, a long memory for those who aimed kicks when it was down. Liverpool, eagles become seagulls. Liverpool, working. Liverpool, dreaming. Liverpool, a terminus for down and outs. Liverpool, corrupt. Liverpool, uncompromising. Liverpool, playfulness turned to art, and philosophy, and business. Liverpool, a relatively small provincial city plus hinterland with associated metaphysical space as defined by dramatic moments in history, emotional occasions and general restlessness. Liverpool, the rest of the world rubbing off. Liverpool, occupation hard knocks.

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.

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.

Since I did Selection all those years ago, not much has really changed. The MOD (Ministry of Defence) website still states that 21 SAS soldiers need the following character traits: “Physically and mentally robust. Self-confident. Self-disciplined. Able to work alone. Able to assimilate information and new skills.” It makes me smile now to read those words. As Selection had progressed, those traits had been stamped into my being, and then during the three years I served with my squadron they became molded into my psyche. They are the same qualities I still value today. The details of the jobs I did once I passed Selection aren’t for sharing publicly, but they included some of the most extraordinary training that any man can be lucky enough to receive. I went on to be trained in demolitions, air and maritime insertions, foreign weapons, jungle survival, trauma medicine, Arabic, signals, high-speed and evasive driving, winter warfare, as well as “escape and evasion” survival for behind enemy lines. I went through an even more in-depth capture initiation program as part of becoming a combat-survival instructor, which was much longer and more intense than the hell we endured on Selection. We became proficient in covert night parachuting and unarmed combat, among many other skills--and along the way we had a whole host of misadventures. But what do I remember and value most? For me, it is the camaraderie, and the friendships--and of course Trucker, who is still one of my best friends on the planet. Some bonds are unbreakable. I will never forget the long yomps, the specialist training, and of course a particular mountain in the Brecon Beacons. But above all, I feel a quiet pride that for the rest of my days I can look myself in the mirror and know that once upon a time I was good enough. Good enough to call myself a member of the SAS. Some things don’t have a price tag.

Pier 5 in Brooklyn was within a short walking distance from the subway station and in the distance the masts and funnel of my new ship could be seen. The S/S African Sun was a C-4 cargo ship built in 1942, for the war effort. Not even 15 years old, the ship looked as good as new. Farrell Lines took good care of their ships and it showed. There was always a lot of activity prior to departure and this time was no exception. We were expected to depart prior to dusk and there were things to do. I got into my working uniform and leaving my sea bag on my bunk headed for the bridge. When I passed the open door of the Captain’s room he summoned me in. “Welcome aboard Mr. Mate. I’ve heard good things about you!” We talked briefly about his expectations. Introducing himself as Captain Brian, he seemed friendly enough and I felt that I got off to a good start. As the ship’s Third Officer, most frequently known as the Third Mate, my first order of business was to place my license into the frame alongside those of the other deck officers. I must admit that doing so gave me a certain feeling of pride and belonging. With only an hour to go before our scheduled departure I called the engine room and gave them permission to jack over the engine; a term used to engage the engine, so as to slowly turn the screw or propeller.

Eight Bells: Robert J. Kane ‘55D died June 3, 2017, in Palm Harbor, Florida. He came to MMA by way of Boston College. Bob or “Killer,” as he was affectionately known, was an independent and eccentric soul, enjoying the freedom of life. After a career at sea as an Officer in the U.S. Navy and in the Merchant Marine he retired to an adventurous single life living with his two dogs in a mobile home, which had originally been a “Yellow School Bus.” He loved watching the races at Daytona, Florida, telling stories about his interesting deeds about flying groceries to exotic Caribbean Islands, and misdeeds with mysterious ladies he had known. For years he spent his summers touring Canada and his winters appreciating the more temperate weather at Fort De Soto in St. Petersburg, Florida…. Enjoying life in the shadow of the Sunshine Bridge, Bob had an artistic flare, a positive attitude and a quick sense of humor. Not having a family, few people were aware that he became crippled by a hip replacement operation gone bad at the Bay Pines VA Hospital. His condition became so bad that he could hardly get around, but he remained in good spirits until he suffered a totally debilitating stroke. For the past 6 years Bob spent his time at various Florida Assisted Living Facilities, Nursing Homes and Palliative Care Hospitals. His end came when he finally wound up as a terminal patient at the Hospice Facility in Palm Harbor, Florida. Bob was 86 years old when he passed. He will be missed….