Ship Navigation Quotes

Watching a coast as it slips by the ship is like thinking about an enigma. There it is before you, smiling, frowning, inviting, grand, mean, insipid, or savage, and always mute with an air of whispering, "Come and find out".

I can't use swords, you bastard! I don't know how to navigate a ship! And I can't cook! Or lie! And I'm pretty sure I can't live without being helped!" -Monkey D. Luffy

If anyone says that the best life of all is to sail the sea, and then adds that I must not sail upon a sea where shipwrecks are a common occurrence and there are often sudden storms that sweep the helmsman in an adverse direction, I conclude that this man, although he lauds navigation, really forbids me to launch my ship.

I used to love the ocean. Everything about her. Her coral reefs, her white caps, her roaring waves, the rocks they lap, her pirate legends and mermaid tails, Treasures lost and treasures held... And ALL Of her fish In the sea. Yes, I used to love the ocean, Everything about her. The way she would sing me to sleep as I lay in my bed then wake me with a force That I soon came to dread. Her fables, her lies, her misleading eyes, I'd drain her dry If I cared enough to. I used to love the ocean, Everything about her. Her coral reefs, her white caps, her roaring waves, the rocks they lap, her pirate legends and mermaid tails, treasures lost and treasures held. And ALL Of her fish In the sea. Well, if you've ever tried navigating your sailboat through her stormy seas, you would realize that her white caps are your enemies. If you've ever tried swimming ashore when your leg gets a cramp and you just had a huge meal of In-n-Out burgers that's weighing you down, and her roaring waves are knocking the wind out of you, filling your lungs with water as you flail your arms, trying to get someone's attention, but your friends just wave back at you? And if you've ever grown up with dreams in your head about life, and how one of these days you would pirate your own ship and have your own crew and that all of the mermaids would love only you? Well, you would realize... Like I eventually realized... That all the good things about her? All the beautiful? It's not real. It's fake. So you keep your ocean, I'll take the Lake.

I am a sailor, you're my first mate We signed on together, we coupled our fate Hauled up our anchor, determined not to fail For the heart's treasure, together we set sail With no maps to guide us, we steered our own course Rode out the storms when the winds were gale force Sat out the doldrums in patience and hope Working together, we learned how to cope. Life is an ocean and love it a boat In troubled waters it keeps us afloat When we started the voyage there was just me and you Now gathered round us we have our own crew Together we're in this relationship We built it with care to last the whole trip Our true destination's not marked on any chart We're navigating the shores of the heart

The compass rose is nothing but a star with an infinite number of rays pointing in all directions. It is the one true and perfect symbol of the universe. And it is the one most accurate symbol of you. Spread your arms in an embrace, throw your head back, and prepare to receive and send coordinates of being. For, at last you know—you are the navigator, the captain, and the ship.

Sprinkled across the black waters below were at least a hundred small boats set out to greet the Leviathan, their navigation lights like shifting stars. Among them loomed a glittering cruise liner, her fog horn bellowing in the night. The low groan grew into a chorus as the other great ships in the harbor joined in. Perched on Volger's desk, Bovril attempted to imitate the horns, but wound up sounding like a badly blown tuba. Alek smiled. "But they're already singing our praises!" "They are Americans," Volger said. "They toot their horns for anything.

How will the ships navigate without stars? And then he remembered that the stars were dead, long dead, and the light they shed was not to be trusted, was false, if not an outright lie, and in any case was inadequate, unequal to its task, which was to illuminate the evil that men did.

anyone can steer the ship, but it takes a leader to chart the course. Leaders who are good navigators are capable of taking their people just about anywhere.

The ship is always off course. Anybody who sails knows that. Sailing is being off course and correcting. That gives a sense of what life is about.

In this particular tub, two knees jut up like icebergs, while minute brown hairs rise on arms and legs in a fringe of kelp; green soap navigates the tidal slosh of seas breaking on legendary beaches; in faith we shall board our imagined ship and wildly sail among sacred islands of the mad till death shatters the fabulous stars and makes us real. --from "Tale of a Tub", written 1956

We tend to hear much more about the splendors returned than the ships that brought them or the shipwrights. It has always been that way. Even those history books enamored of the voyages of Christopher Columbus do not tell much about the builders of the Nina the Pinta and the Santa Maria or about the principle of the caravel. These spacecraft their designers builders navigators and controllers are examples of what science and engineering set free for well-defined peaceful purposes can accomplish. Those scientists and engineers should be role models for an America seeking excellence and international competitiveness. They should be on our stamps.

Like the ocean, the native state of the feminine is to flow with great power and no single direction. The masculine builds canals, dams, and boats to unite with the power of the feminine ocean and go from point A to point B. But the feminine moves in many directions at once. The masculine chooses a single goal and moves in that direction. Like a ship cutting through a vast ocean, the masculine decides on a course and navigates the direction: the feminine energy itself is undirected but immense, like the wind and deep currents of the ocean, ever changing, beautiful, destructive, and the source of life.

One thing which even the most seasoned and discerning masters of the art of choice do not and cannot choose, is the society to be born into - and so we are all in travel, whether we like it or not. We have not been asked about our feelings anyway. Thrown into a vast open sea with no navigation charts and all the marker buoys sunk and barely visible, we have only two choices left: we may rejoice in the breath-taking vistas of new discoveries - or we may tremble out of fear of drowning. One option not really realistic is to claim sanctuary in a safe harbour; one could bet that what seems to be a tranquil haven today will be soon modernized, and a theme park, amusement promenade or crowded marina will replace the sedate boat sheds. The third option not thus being available, which of the two other options will be chosen or become the lot of the sailor depends in no small measure on the ship's quality and the navigation skills of the sailors. Not all ships are seaworthy, however. And so the larger the expanse of free sailing, the more the sailor's fate tends to be polarized and the deeper the chasm between the poles. A pleasurable adventure for the well-equipped yacht may prove a dangerous trap for a tattered dinghy. In the last account, the difference between the two is that between life and death.

Nay, the same Solomon the king, although he excelled in the glory of treasure and magnificent buildings, of shipping and navigation, of service and attendance, of fame and renown, and the like, yet he maketh no claim to any of those glories, but only to the glory of inquisition of truth; for so he saith expressly, "The glory of God is to conceal a thing, but the glory of the king is to find it out;" as if, according to the innocent play of children, the Divine Majesty took delight to hide His works, to the end to have them found out; and as if kings could not obtain a greater honour than to be God's playfellows in that game

Life is not supposed to overwhelm you at all times. Life isn’t meant to be merely survived—it’s meant to be lived. Seasons or instances will inevitably feel out of your control, but the moments when you feel like you’re drowning are supposed to be brief. They should not be the whole of your existence! The precious life you’ve been given is like a ship navigating its way across the ocean, and you’re meant to be the captain of the vessel.

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

I can’t shake the feeling that someone or something will stop me, grab ahold of my arm and tell me I can’t go, but no one does. I’m on my own. Captain of my own ship, albeit one who has no idea where she’s navigating toward.

What would happen," Zeitoun asked the captain, "if you and I went below the deck, and just went to our bedrooms and went to sleep?" The captain gave him a quizzical look and answered that the ship would most certainly hit something -- would run aground or into a reef. In any event, disaster. "So without a captain, the ship cannot navigate." "Yes," the captain said, "What's your point?" Zeitoun smiled. "Look above you, at the stars and moon. How do the stars keep their place in the sky, how does the moon rotate around the earth, the earth around the sun? Who's navigating?" The captain smiled at Zeitoun. He'd been led into a trap. "Without someone guiding us," Zeitoun finished, "wouldn't the stars and moon fall to earth, wouldn't the oceans overrun the land? Any vessel, any carrier of humans, needs a captain, yes?" The captain was taken with the beauty of the metaphor, and let his silence imply surrender.

Contrary to popular assumption, going on an expedition around the world is not merely a matter of obtaining a ship and charting a course. There are visas to be considered, and bureaucracy to navigate when those visas fail to arrive in time, expire too soon, or meet with blank stares on the receiving end. The politics of nations and their economic markets may interfere with your journey. In short, you may spend an appalling amount of time mired in stuffy little offices, trying to get permission to be where you are.

Men have passed on the knowledge of how to mix cement, lay brick, splice a line, navigate a ship, make steel, and dozens of other crafts, yet in politics, statecraft, and social relationships we continue to repeat old mistakes.

To learn one’s longitude at sea, one needs to know what time it is aboard ship and also the time at the home port or another place of known longitude—at that very same moment. The two clock times enable the navigator to convert the hour difference into a geographical separation. Since the Earth takes twenty-four hours to complete one full revolution of three hundred sixty degrees, one hour marks one twenty-fourth of a spin, or fifteen degrees.

The ship drew on and had safely passed the strait, which some volcanic shock has made between the Calasareigne and Jaros islands; had doubled Pomegue, and approached the harbor under topsails, jib, and spanker, but so slowly and sedately that the idlers, with that instinct which is the forerunner of evil, asked one another what misfortune could have happened on board. However, those experienced in navigation saw plainly that if any accident had occurred, it was not to the vessel herself, for she bore down with all the evidence of being skilfully handled, the anchor a-cockbill, the jib-boom guys already eased off, and standing by the side of the pilot, who was steering the Pharaon towards the narrow entrance of the inner port, was a young man, who, with activity and vigilant eye, watched every motion of the ship, and repeated each direction of the pilot.

Like a horseman who reins in a wild stallion that has borne him, will he, nill he, across several counties; or a ship's captain who, after scudding before a gale through a bad night, hoists sail, and gets underway once more, navigating through unfamiliar seas- thus Dr. Daniel Waterhouse, anno domini 1685, watching King Charles II die at Whitehall Palace.

When ships navigated the seas by the stars, they literally sought the future by their understanding of the past.

Leadership isn’t just about steering the ship, but about teaching everyone to navigate.

The outsider is necessarily ignorant, usually irrelevant and often meddlesome, because he is trying to navigate the ship from dry land.

Alex sat upright in his pilot’s seat. “Show me.” On the navigation screen, a thin red line encircled a tiny dot. “Any telemetry available?

Behold Lucius I am come, thy weeping and prayers hath mooved mee to succour thee. I am she that is the naturall mother of all things, mistresse and governesse of all the Elements, the initiall progeny of worlds, chiefe of powers divine, Queene of heaven! the principall of the Gods celestiall, the light of the goddesses: at my will the planets of the ayre, the wholesome winds of the Seas, and the silences of hell be diposed; my name, my divinity is adored throughout all the world in divers manners, in variable customes and in many names, for the Phrygians call me the mother of the Gods: the Athenians, Minerva: the Cyprians, Venus: the Candians, Diana: the Sicilians Proserpina: the Eleusians, Ceres: some Juno, other Bellona, other Hecate: and principally the Aethiopians which dwell in the Orient, and the Aegyptians which are excellent in all kind of ancient doctrine, and by their proper ceremonies accustome to worship mee, doe call mee Queene Isis. Behold I am come to take pitty of thy fortune and tribulation, behold I am present to favour and ayd thee, leave off thy weeping and lamentation, put away all thy sorrow, for behold the healthfull day which is ordained by my providence, therefore be ready to attend to my commandement. This day which shall come after this night, is dedicated to my service, by an eternall religion, my Priests and Ministers doe accustome after the tempests of the Sea, be ceased, to offer in my name a new ship as a first fruit of my Navigation.

Morality is a just a shadow of right action. Right action isn’t the highest degree of morality any more than agapè is the highest degree of love. When you understand and are able to act from right action, morality is no longer necessary; it’s instantly obsolete and discarded. This is at the heart of the Bhagavad Gita. Arjuna, as a moral creature, throws down his weapon and refuses to launch a war. Krishna converts him to a creature of right action by freeing him from delusion and Arjuna takes up his weapon and launches the war. Right action has nothing to do with right or wrong, good or evil, naughty or nice. It is without altruism or compassion. Morality is the set of rules and regulations that you use to navigate through life when you’re still trying to steer your ship rather than let it follow the flow.

As an example of consequential knowledge— knowledge affecting decisions with meaningful consequences in people’s lives— the officers in charge of the Titanic no doubt had much complex knowledge about the intricacies of ships and navigation on the seas. But the most consequential knowledge on a particular night was the mundane knowledge of the location of particular icebergs, because collision with an iceberg is what damaged and sank the Titanic.

Look in Kego’s defense he was only Nine and a half when he took command of the ship and she had been put way off course by her captain and you lot would all be dead if it wasn’t for him.” Jenny Smith In The Navigator by Steve Merrick

The precious life you’ve been given is like a ship navigating its way across the ocean, and you’re meant to be the captain of the vessel. Certainly there are times when storms toss you around or cover the deck with water or break the mast clean in half—but that’s when you need to fight your way back, to throw all the water off the boat bucket by bucket. That’s when you battle to get yourself back to the helm. This is your life. You are meant to be the hero of your own story.

Imagine then a fleet or a ship in which there is a captain who is taller and stronger than any of the crew, but he is a little deaf and has a similar infirmity in sight, and his knowledge of navigation is not much better. The sailors are quarrelling with one another about the steering --every one is of opinion that he has a right to steer, though he has never learned the art of navigation and cannot tell who taught him or when he learned, and will further assert that it cannot be taught, and they are ready to cut in pieces any one who says the contrary. They throng about the captain, begging and praying him to commit the helm to them; and if at any time they do not prevail, but others are preferred to them, they kill the others or throw them overboard, and having first chained up the noble captain's senses with drink or some narcotic drug, they mutiny and take possession of the ship and make free with the stores; thus, eating and drinking, they proceed on their voyage in such a manner as might be expected of them. Him who is their partisan and cleverly aids them in their plot for getting the ship out of the captain's hands into their own whether by force or persuasion, they compliment with the name of sailor, pilot, able seaman, and abuse the other sort of man, whom they call a good-for-nothing; but that the true pilot must pay attention to the year and seasons and sky and stars and winds, and whatever else belongs to his art, if he intends to be really qualified for the command of a ship, and that he must and will be the steerer, whether other people like or not-the possibility of this union of authority with the steerer's art has never seriously entered into their thoughts or been made part of their calling. Now in vessels which are in a state of mutiny and by sailors who are mutineers, how will the true pilot be regarded? Will he not be called by them a prater, a star-gazer, a good-for-nothing?

Why? Don’t you know why you love me?” “I know that I’m happiest at your side,” I said fervently. “I know that when we’re apart, my heart is with you, when we disagree I still want you near. It’s like I was made for you, amira, but I don’t know why.” “Kashmir . . .” She laughed a little in disbelief. “That’s . . . that’s what love looks like.” “But is it only a trick of Navigation?” I asked, nearly pleading. “And if so, what is truly mine?” “I am.” Her words took me by surprise. She said it so simply—so quiet, so true. Only two words, three letters, one breath, but never had a promise held more meaning. She turned to me then, and in her eyes, I saw not oblivion, but infinity, and the stars were not as bright as her smile.

The Nephilim (Aldebaran’s extraterrestrials in Maria’s messages) who survived the great deluge returned to Phoenicia; the Bible made reference to their return. They lived with the Phoenicians for 33 years and 33 days in Tyre, Sidon, Byblos, and Baalbeck. The number 33.33 represents the period of the Tana-wir or Tanwir, which means enlightenment. The number 33.33 became the most important and the most secret number in Phoenician occultism, architecture, and numerology, because it refers to their place of origin, Jabal Haramoun (Mt. Hermon in Lebanon) which is located exactly at 33.33° East and 33.33° North.)   The number 33 is equally important in the Masonic rite King Hiram created with the assistance of King Solomon. This number is closely related to the compass and square, which were given to the Phoenicians as a gift from the Anunnaki lords. This explains how and why the early Phoenicians excelled in building ships, navigation and land-seas maps making, and surpassed their neighbors in these fields, beyond belief! Worth mentioning here, that the Egyptian Sphinx was built some 11,000 years ago, before the Biblical Great Flood by the early Phoenicians, the Nephilim and an army of Djinns created by the Anunnaki.

Life is not supposed to overwhelm you at all times. Life isn’t meant to be merely survived—it’s meant to be lived. Seasons or instances will inevitably feel out of your control, but the moments when you feel like you’re drowning are supposed to be brief. They should not be the whole of your existence! The precious life you’ve been given is like a ship navigating its way across the ocean, and you’re meant to be the captain of the vessel. Certainly there are times when storms toss you around or cover the deck with water or break the mast clean in half—but that’s when you need

In the example of the navigator, no writing was essential to draw the meaning of observing the object at a distance from the ship. In the real the observation has been noted and that is enough to give it a meaning, a subjective meaning, a meaning exclusively important for the navigator himself.

[The Edfu Building Texts in Egypt] take us back to a very remote period called the 'Early Primeval Age of the Gods'--and these gods, it transpires, were not originally Egyptian, but lived on a sacred island, the 'Homeland of the Primeval Ones,' and in the midst of a great ocean. Then, at some unspecified time in the past, an immense cataclysm shook the earth and a flood poured over this island, where 'the earliest mansions of the gods' had been founded, destroying it utterly, submerging all its holy places, and killing most of its divine inhabitants. Some survived, however, and we are told that this remnant set sail in their ships (for the texts leave us in no doubt that these 'gods' of the early primeval age were navigators) to 'wander' the world. Their purpose in doing so was nothing less than to re-create and revive the essence of their lost homeland, to bring about, in short: 'The resurrection of the former world of the gods ... The re-creation of a destroyed world.' [...] The takeaway is that the texts invite us to consider the possibility that the survivors of a lost civilization, thought of as 'gods' but manifestly human, set about 'wandering' the world in the aftermath of an extinction-level global cataclysm. By happenstance it was primarily hunter-gatherer populations, the peoples of the mountains, jungles, and deserts--'the unlettered and the uncultured,' as Plato so eloquently put it in his account of the end of Atlantis--who had been 'spared the scourge of the deluge.' Settling among them, the wanderers entertained the desperate hope that their high civilization could be restarted, or that at least something of its knowledge, wisdom, and spiritual ideas could be passed on so that mankind in the post-cataclysmic world would not be compelled to 'begin again like children, in complete ignorance of what happened in early times.

Bumblebees detect the polarization of sunlight, invisible to uninstrumented humans; put vipers sense infrared radiation and detect temperature differences of 0.01C at a distance of half a meter; many insects can see ultraviolet light; some African freshwater fish generate a static electric field around themselves and sense intruders by slight perturbations induced in the field; dogs, sharks, and cicadas detect sounds wholly inaudible to humans; ordinary scorpions have micro--seismometers on their legs so they can detect in darkness the footsteps of a small insect a meter away; water scorpions sense their depth by measuring the hydrostatic pressure; a nubile female silkworm moth releases ten billionths of a gram of sex attractant per second, and draws to her every male for miles around; dolphins, whales, and bats use a kind of sonar for precision echo-location. The direction, range, and amplitude of sounds reflected by to echo-locating bats are systematically mapped onto adjacent areas of the bat brain. How does the bat perceive its echo-world? Carp and catfish have taste buds distributed over most of their bodies, as well as in their mouths; the nerves from all these sensors converge on massive sensory processing lobes in the brain, lobes unknown in other animals. how does a catfish view the world? What does it feel like to be inside its brain? There are reported cases in which a dog wags its tail and greets with joy a man it has never met before; he turns out to be the long-lost identical twin of the dog's "master", recognizable by his odor. What is the smell-world of a dog like? Magnetotactic bacteria contain within them tiny crystals of magnetite - an iron mineral known to early sailing ship navigators as lodenstone. The bacteria literally have internal compasses that align them along the Earth's magnetic field. The great churning dynamo of molten iron in the Earth's core - as far as we know, entirely unknown to uninstrumented humans - is a guiding reality for these microscopic beings. How does the Earth's magnetism feel to them? All these creatures may be automatons, or nearly so, but what astounding special powers they have, never granted to humans, or even to comic book superheroes. How different their view of the world must be, perceiving so much that we miss.

tons. Marco Polo, who sailed from China to Persia on his return home, described the Mongol ships as large four-masted junks with up to three hundred crewmen and as many as sixty cabins for merchants carrying various wares. According to Ibn Battuta, some of the ships even carried plants growing in wooden tubs in order to supply fresh food for the sailors. Khubilai Khan promoted the building of ever larger seagoing junks to carry heavy loads of cargo and ports to handle them. They improved the use of the compass in navigation and learned to produce more accurate nautical charts. The route from the port of Zaytun in southern China to Hormuz in the Persian Gulf became the main sea link between the Far East and the Middle East, and was used by both Marco Polo and Ibn Battuta, among others.

It was then you'd have thought I'd been shot by a Taser, as paralyzed as I was at the sight of her - the perfect feminine form, the image hitting me with the velocity of a Slurpee-like brain-freeze, rendering me again the helpless, hapless male. Any trace of rationality or logic or even common sense that might've been there before is quickly abandoning ship, leaving Dickbrain at the helm and Lust navigating,

Onshore, Cheap seemed doomed, unable to navigate past life’s unexpected shoals. Yet as he perched on the quarterdeck of a British man-of-war, cruising the vast oceans with a cocked hat and spyglass, he brimmed with confidence—even, some would say, a touch of haughtiness. The wooden world of a ship—a world bound by the Navy’s rigid regulations and the laws of the sea and, most of all, by the hardened fellowship of men—had provided him a refuge.

In the past two hundred years, human numbers grew to over seven billion, and our species began to transform the oceans, the land, and the air. Human-built roads, canals, and railways snaked across the continents, linking thousands of human-built cities with populations in the millions. Vast ships navigated the oceans, and planes ferried goods and people through the air and across the continents. Just a hundred years ago, in glowing filaments and patches, Earth started lighting up at night.

After Eratosthenes’ discovery, many great voyages were attempted by brave and venturesome sailors. Their ships were tiny. They had only rudimentary navigational instruments. They used dead reckoning and followed coastlines as far as they could. In an unknown ocean they could determine their latitude, but not their longitude, by observing, night after night, the position of the constellations with respect to the horizon. The familiar constellations must have been reassuring in the midst of an unexplored ocean. The stars are the friends of explorers, then with seagoing ships on Earth and now with spacefaring ships in the sky.

I shall describe one example of this kind of world, the greatest planet of a mighty sun. Situated, if I remember rightly, near the congested heart of the galaxy, this star was born late in galactic history, and it gave birth to planets when already many of the older stars were encrusted with smouldering lava. Owing to the violence of solar radiation its nearer planets had (or will have) stormy climates. On one of them a mollusc-like creature, living in the coastal shallows, acquired a propensity to drift in its boatlike shell on the sea’s surface, thus keeping in touch with its drifting vegetable food. As the ages passed, its shell became better adapted to navigation. Mere drifting was supplemented by means of a crude sail, a membrane extending from the creature’s back. In time this nautiloid type proliferated into a host of species. Some of these remained minute, but some found size advantageous, and developed into living ships. One of these became the intelligent master of this great world. The hull was a rigid, stream-lined vessel, shaped much as the nineteenth-century clipper in her prime, and larger than our largest whale. At the rear a tentacle or fin developed into a rudder, which was sometimes used also as a propeller, like a fish’s tail. But though all these species could navigate under their own power to some extent, their normal means of long-distance locomotion was their great spread of sail. The simple membranes of the ancestral type had become a system of parchment-like sails and bony masts and spars, under voluntary muscular control. Similarity to a ship was increased by the downward-looking eyes, one on each side of the prow. The mainmast-head also bore eyes, for searching the horizon. An organ of magnetic sensitivity in the brain afforded a reliable means of orientation. At the fore end of the vessel were two long manipulatory tentacles, which during locomotion were folded snugly to the flanks. In use they formed a very serviceable pair of arms.

Jules Verne was born on 8 February 1828 on Île Feydeau, a small artificial island on the Loire river located in the town of Nantes, in the house of his maternal grandmother Dame Sophie Allotte de la Fuÿe, in No. 4 Rue de Clisson. His father, Pierre Verne, was an attorney originally from Provins. His mother was Sophie Allotte de la Fuÿe, a Nantes woman of Scottish descent. She belonged to a local family of navigators and ship owners. The Verne family moved away to No. 2 Quai Jean-Bart in 1829, where Verne’s brother Paul was born the same year. Verne also had three sisters named Anne, Mathilde, and Marie, who were born in 1836, 1839, and 1842, respectively. In 1834, Verne was sent to the boarding school located at 5 Place du Bouffay in Nantes.

And barbarians were inventors not only of philosophy, but almost of every art. The Egyptians were the first to introduce astrology among men. Similarly also the Chaldeans. The Egyptians first showed how to burn lamps, and divided the year into twelve months, prohibited intercourse with women in the temples, and enacted that no one should enter the temples from a woman without bathing. Again, they were the inventors of geometry. There are some who say that the Carians invented prognostication by the stars. The Phrygians were the first who attended to the flight of birds. And the Tuscans, neighbours of Italy, were adepts at the art of the Haruspex. The Isaurians and the Arabians invented augury, as the Telmesians divination by dreams. The Etruscans invented the trumpet, and the Phrygians the flute. For Olympus and Marsyas were Phrygians. And Cadmus, the inventor of letters among the Greeks, as Euphorus says, was a Phoenician; whence also Herodotus writes that they were called Phoenician letters. And they say that the Phoenicians and the Syrians first invented letters; and that Apis, an aboriginal inhabitant of Egypt, invented the healing art before Io came into Egypt. But afterwards they say that Asclepius improved the art. Atlas the Libyan was the first who built a ship and navigated the sea. Kelmis and Damnaneus, Idaean Dactyli, first discovered iron in Cyprus. Another Idaean discovered the tempering of brass; according to Hesiod, a Scythian. The Thracians first invented what is called a scimitar (arph), -- it is a curved sword, -- and were the first to use shields on horseback. Similarly also the Illyrians invented the shield (pelth). Besides, they say that the Tuscans invented the art of moulding clay; and that Itanus (he was a Samnite) first fashioned the oblong shield (qureos). Cadmus the Phoenician invented stonecutting, and discovered the gold mines on the Pangaean mountain. Further, another nation, the Cappadocians, first invented the instrument called the nabla, and the Assyrians in the same way the dichord. The Carthaginians were the first that constructed a triterme; and it was built by Bosporus, an aboriginal. Medea, the daughter of Æetas, a Colchian, first invented the dyeing of hair. Besides, the Noropes (they are a Paeonian race, and are now called the Norici) worked copper, and were the first that purified iron. Amycus the king of the Bebryci was the first inventor of boxing-gloves. In music, Olympus the Mysian practised the Lydian harmony; and the people called Troglodytes invented the sambuca, a musical instrument. It is said that the crooked pipe was invented by Satyrus the Phrygian; likewise also diatonic harmony by Hyagnis, a Phrygian too; and notes by Olympus, a Phrygian; as also the Phrygian harmony, and the half-Phrygian and the half-Lydian, by Marsyas, who belonged to the same region as those mentioned above. And the Doric was invented by Thamyris the Thracian. We have heard that the Persians were the first who fashioned the chariot, and bed, and footstool; and the Sidonians the first to construct a trireme. The Sicilians, close to Italy, were the first inventors of the phorminx, which is not much inferior to the lyre. And they invented castanets. In the time of Semiramis queen of the Assyrians, they relate that linen garments were invented. And Hellanicus says that Atossa queen of the Persians was the first who composed a letter. These things are reported by Seame of Mitylene, Theophrastus of Ephesus, Cydippus of Mantinea also Antiphanes, Aristodemus, and Aristotle and besides these, Philostephanus, and also Strato the Peripatetic, in his books Concerning Inventions. I have added a few details from them, in order to confirm the inventive and practically useful genius of the barbarians, by whom the Greeks profited in their studies. And if any one objects to the barbarous language, Anacharsis says, "All the Greeks speak Scythian to me." [...]

There was another world below—this was the problem. Another world below that had volume but no form. By day the sea was blue surface and whitecaps, a realistic navigational challenge, and the problem could be overlooked. By night, though, the mind went forth and dove down through the yielding—the violently lonely—nothingness on which the heavy steel ship traveled, and in every moving swell you saw a travesty of grids, you saw how truly and forever lost a man would be six fathoms under. Dry land lacked this z-axis. Dry land was like being awake. Even in chartless desert you could drop to your knees and pound land with your fist and land didn’t give. Of course the ocean, too, had a skin of wakefulness. But every point on this skin was a point where you could sink and by sinking disappear.

The scientific principles that man employs to obtain the foreknowledge of an eclipse, or of anything else relating to the motion of the heavenly bodies, are contained chiefly in that part of science which is called trigonometry, or the properties of a triangle, which, when applied to the study of the heavenly bodies, is called astronomy; when applied to direct the course of a ship on the ocean, it is called navigation; when applied to the construction of figures drawn by rule and compass, it is called geometry; when applied to the construction of plans or edifices, it is called architecture; when applied to the measurement of any portion of the surface of the earth, it is called land surveying. In fine, it is the soul of science; it is an eternal truth; it contains the mathematical demonstration of which man speaks, and the extent of its uses is unknown.

A highway, a bridge, a navigable canal, for example, may in most cases be both made and maintained by a small toll upon the carriages which make use of them: a harbour, by moderate port-duty upon the tonnage of the shipping which load or unload in it. The coinage, another institution for facilitating commerce, in many countries, not only defrays its own expense, but affords a small revenue or seignorage to the sovereign. The post-office, another institution for the same purpose, over and above defraying its own expense, affords in almost all countries a very considerable revenue to the sovereign. When the carriages which pass over a highway or a bridge, and the lighters which sail upon a navigable canal, pay toll in proportion to their weight or their tonnage, they pay for the maintenance of those public works exactly in proportion to the wear and tear which they occasion of them. It seems scarce possible to invent a more equitable way of maintaining such works.

Who is America named after? Not the Italian merchant and cartographer Amerigo Vespucci, but Richard Ameryk, a Welshman and wealthy Bristol merchant. Ameryk was the chief investor in the second transatlantic voyage of John Cabot—the English name of the Italian navigator Giovanni Caboto, whose voyages in 1497 and 1498 laid the groundwork for the later British claim to Canada. He moved to London from Genoa in 1484 and was authorized by King Henry VII to search for unknown lands to the west. On his little ship Matthew, Cabot reached Labrador in May 1497 and became the first recorded European to set foot on American soil, predating Vespucci by two years. Cabot mapped the North American coastline from Nova Scotia to Newfoundland. As the chief patron of the voyage, Richard Ameryk would have expected discoveries to be named after him. There is a record in the Bristol calendar for that year: “…on Saint John the Baptist’s day [June 24], the land of America was found by the merchants of Bristowe, in a ship of Bristowe called the Mathew,” which clearly suggests this is what happened. Although the original manuscript of this calendar has not survived, there are a number of references to it in other contemporary documents. This is the first use of the term America to refer to the new continent. The earliest surviving map to use the name is Martin Waldseemüller’s great map of the world of 1507, but it only applied to South America. In his notes Waldseemüller makes the assumption that the name is derived from a Latin version of Amerigo Vespucci’s first name, because Vespucci had discovered and mapped the South American coast from 1500 to 1502. This suggests he didn’t know for sure and was trying to account for a name he had seen on other maps, possibly Cabot’s. The only place where the name “America” was known and used was Bristol—not somewhere the France-based Waldseemüller was likely to visit. Significantly, he replaced “America” with “Terra Incognita” in his world map of 1513. Vespucci never reached North America. All the early maps and trade were British. Nor did he ever use the name of America for his discovery. There’s a good reason for this. New countries or continents were never named after a person’s first name, but always after the second (as in Tasmania, Van Diemen’s Land, or the Cook Islands). America would have become Vespucci Land (or Vespuccia) if the Italian explorer had consciously given his name to it.

She could sense the approach of land- taste when the waters changed, feel when currents turned cool or warm- but it didn't hurt to keep an eye on the shore now and then, and an ear out for boats. The slap of oars could be heard for leagues. Her father had told tales about armored seafarers in days long past, whose trireme ships had three banks of rowers to ply the waters- you could hear them clear down to Atlantica, he'd say. Any louder and they would disrupt the songs of the half-people- the dolphins and whales who used their voices to navigate the waters. Even before her father had enacted the ban on going to the surface, it was rare that a boat would encounter a mer. If the captain kept to the old ways, he would either carefully steer away or throw her a tribute: fruit of the land, the apples and grapes merfolk treasured more than treasure. In return the mermaid might present him with fruit of the sea- gems, or a comb from her hair. But there was always the chance of an unscrupulous crew, and nets, and the potential prize of a mermaid wife or trophy to present the king. (Considering some of the nets that merfolk had found and freed their underwater brethren from, it was quite understandable that Triton believed humans might eat anything they found in the sea- including merfolk.)

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

Lyra stood shivering in the fo’c’sle and laughed with delight as her beloved Pantalaimon, sleek and powerful, leaped from the water with half a dozen other swift gray shapes. He had to stay close to the ship, of course, for he could never go far from her; but she sensed his desire to speed as far and as fast as he could, for pure exhilaration. She shared his pleasure, but for her it wasn’t simple pleasure, for there was pain and fear in it too. Suppose he loved being a dolphin more than he loved being with her on land? What would she do then? Her friend the able seaman was nearby, and he paused as he adjusted the canvas cover of the forward hatch to look out at the little girl’s dæmon skimming and leaping with the dolphins. His own dæmon, a seagull, had her head tucked under her wing on the capstan. He knew what Lyra was feeling. “I remember when I first went to sea, my Belisaria hadn’t settled on one form, I was that young, and she loved being a porpoise. I was afraid she’d settle like that. There was one old sailorman on my first vessel who could never go ashore at all, because his dæmon had settled as a dolphin, and he could never leave the water. He was a wonderful sailor, best navigator you ever knew; could have made a fortune at the fishing, but he wasn’t happy at it. He was never quite happy till he died and he could be buried at sea.” “Why do dæmons have to settle?” Lyra said. “I want Pantalaimon to be able to change forever. So does he.” “Ah, they always have settled, and they always will. That’s part of growing up. There’ll come a time when you’ll be tired of his changing about, and you’ll want a settled kind of form for him.” “I never will!” “Oh, you will. You’ll want to grow up like all the other girls. Anyway, there’s compensations for a settled form.” “What are they?” “Knowing what kind of person you are. Take old Belisaria. She’s a seagull, and that means I’m a kind of seagull too. I’m not grand and splendid nor beautiful, but I’m a tough old thing and I can survive anywhere and always find a bit of food and company. That’s worth knowing, that is. And when your dæmon settles, you’ll know the sort of person you are.” “But suppose your dæmon settles in a shape you don’t like?” “Well, then, you’re discontented, en’t you? There’s plenty of folk as’d like to have a lion as a dæmon and they end up with a poodle. And till they learn to be satisfied with what they are, they’re going to be fretful about it. Waste of feeling, that is.” But it didn’t seem to Lyra that she would ever grow up.

the crew of the Titanic didn’t fire the correct distress signals after the ship’s collision with the iceberg - instead they released flares at random. The message sent by the rockets was supposed to say ‘distress’ but in fact it signalled ‘I’m having navigation problems; please stay clear’.

Mankiw compared the state of economics in the late 1980s to the astronomy of an earlier era, when the old Ptolemaic system had been discarded, but the new Copernican ideas were not yet much use to navigators. During that confusing interregnum, there had been no dependable rule book; ships had been steered by improvising pragmatists.

In London that evening, Captain O. M. Watts, proprietor of the School of Sailsmanship in Albemarle Street, heard through the grapevine about the desperate need to navigators and others who knew how to handle boats. He sent messages to all his pupils that there would be no classes the following week, and urged them to report instead to the navy’s London headquarters, based at the Port of London Authority next to the Tower of London. As many as 73 of his 75 pupils did so and were allocated to ship’s lifeboats, some of them still in their city suits and bowler hats.

High Stakes Like Blue Bottle Coffee, you’re facing a big problem and the solution will require a lot of time and money. It’s as if you’re the captain of a ship. A sprint is your chance to check the navigation charts and steer in the right direction before going full steam ahead. Not Enough Time You’re up against a deadline, like Savioke rushing to get their robot ready for the hotel pilot. You need good solutions, fast. As the name suggests, a sprint is built for speed. Just Plain Stuck Some important projects are hard to start. Others lose momentum along the way. In these situations, a sprint can be a booster rocket: a fresh approach to problem solving that helps you escape

Working for a husband and wife ran business is nearly as tricky as navigating a sailing ship while battling the forces of high wind and strong current. It is challenging to work for a husband wife team because they can offset each other’s virtues and magnify their vices.

In 1469, the regions of Aragon (Aragón) and Castile (Castilla) were united by the marriage of Ferdinand II and Queen Isabella I, thus creating España or Spain. The treasury of this fledgling nation had been depleted by the many battles they had waged against the Moors. The Spanish monarchs, seeing Portugal’s economic success, sought to establish their own trade routes to the Far East. Queen Isabella embraced this concept from the religious standpoint of going out into “all the world” and converting the pagan people of Asia to Christianity. At the same time, a tall, young, middle-class man, said to have come from Genoa, Italy, who held that his father was a fabric weaver and cheese merchant, sought to become a navigator. As such, Columbus sailed to Portugal where pirates allegedly attacked the ship he was on. Fortunately, he managed to swim ashore and joined his brother Bartholomew as a cartographer in Lisbon. Apparently to him, becoming a mapmaker must have seemed boring when there was a world to explore. Returning to the sea, he sailed to places as far away as Iceland to the north, and ventured south as far as Guinea on the West-African coast. It is reasonable to assume that he had heard or perhaps even read the stories about the Vikings that took place almost five hundred years prior to Columbus’ arriving there.

Not only scientific theory was condemned as the work of the devil. The devil also seems to have known a lot more about navigation than the bloodthirsty Men of God. Many (perhaps most) ships sailing the Mediterranean in the Middle Ages had Jewish navigators, for the Christian captains and crews were not supposed to meddle with the devilish science of mathematics. In the 10th century, Raud the Strong, a Viking chieftain, escaped the fanatical Christianizing king of Norway Olaf Trygvasson by sailing into the wind (i.e., maintaining a zig-zag course whose average advances against the wind); the pious king, who was better acquainted with witchcraft than with the triangle of forces, thereupon accused Raud of being in alliance with the devil, and when he finally caught him, he had him killed by stuffing a viper down his throat.

On November 2, 1899, eight members of the United States Navy were awarded the Congressional Medal of Honor for extraordinary heroism and service beyond the call of duty. On the night of June 2, 1898, they had volunteered to scuttle the collier USS Merrimac, with the intention of blocking the entry channel to Santiago de Cuba. On orders of Rear Admiral William T. Sampson, who was in command, their intention was to trap Spanish Admiral Cervera’s fleet in the harbor. Getting the USS Merrimac underway, the eight men navigated the ship towards a predetermined location where sinking her would seal the port. Their course knowingly took them within the range of the Spanish ships and the shore batteries. The sailors were well aware of the danger this put them into, however they put their mission first. Once the Spanish gunners saw what was happening, they realized what the Americans were up to and started firing their heavy artillery from an extremely close range. The channel leading into Santiago is narrow, preventing the ship from taking any evasive action. The American sailors were like fish in a barrel and the Spanish gunners were relentless. In short order, the heavy shelling from the Spanish shore batteries disabled the rudder of the Merrimac and caused the ship to sink prematurely. The USS Merrimac went down without achieving its objective of obstructing navigation and sealing the port. ‎Fête du Canada or Canada Day is the anniversary of the July 1, 1867, enactment of the Canadian Constitution Act. This weekend Americans also celebrate the United States’, July 4, 1776 birthday, making this time perfect to celebrate George Fredrick Phillips heroic action. Phillips was one of the men mentioned in the story above of the USS Merrimac. He was born on March 8, 1862, in Saint John, New Brunswick, Canada and joined the United States Navy in March 1898 in Galveston, Texas. Phillips became a Machinist First Class and displayed extraordinary heroism throughout the Spanish bombardment during their operation. He was discharged from the Navy in August 1903, and died a year later at the age of 42 in Cambridge, Massachusetts. His body was returned to Canada where he was interred with honors at the Fernhill Cemetery in his hometown of Saint John, New Brunswick.

During the first century ravens or crows were often taken on board “Viking Knarr’s,” to be released thinking that they would fly in the direction of land. The lookout would observe the direction the birds flew in, so that the navigator could follow their course. Since the crow's nest is high from the vessel’s center of gravity it is subject to violent motion in relatively calm or moderate seas. Any amount of movement of the ship is amplified, causing even seasoned sailors to become sea-sick. Therefore, being sent to the crow's nest was certainly not for everyone. More recently but still prior to the advent of radar, when the visibility from the bridge of the ship was inhibited by fog, heavy seas or limited night vision lookouts were posted on the bow or high on a mast, above the low lying sea fog. By tradition the protected structure fitted to the foremast high above the deck was named the crow’s nest in deference to the earlier Viking traditions. During the 19th century this vantage point was simply made out of a barrel lashed to the highest mast that allowed the lookout to look ahead for land, other ships, flotsam or other obstructions. In later years the crow’s nest was sometimes enclosed and even electrically heated. As a young midshipman I was assigned to the bow as lookout. Peering into the dark of night I suddenly saw a bright light on the horizon. Sighting this light was a thrill and an experience that validated my usefulness! Excited with my find and without a moment’s hesitation I hurried back to where I was within shouting distance from the ships bridge and loudly announced the light as being 2 points on the starboard bow. Proud of my announced discovery, I returned to my station at the bow only to discover that what I had reported was now obviously the tip of a Sickle Moon rising in the east. At the time everyone had a good laugh but I was told that I did the right thing. It took a while but eventually I lived it down and now it makes for a good “Sea Story!”!

Intrepid sailors and fishermen navigating these heavily trafficked waters have recounted tall tales and formulated popular wisdom that persists to the present day. According to ancient inscriptions, sailors always docked their ships at Delos when the rugged peaks of the island of Tinos were covered in clouds, for this atmospheric condition nearly always presaged a storm. Today’s boatmen still gaze toward Tinos to gauge the weather before launching their craft.

At sea, navigators need to know how fast their vessel is moving through the water. Prior to the GPS, this was done with a nautical instrument known as a log. The devise that was attached to the handrail around the stern of the ship was known as a taffrail log. These instruments consisted of an impeller, or rotator made of brass, usually with four blades, a reading dial accurately calibrated, and a line that connected the two parts. As the impeller was dragged through the sea it rotated, turning the dial that registered the ships speed in knots, which equal one nautical mile per hour. The taffrail log usually registered the ships speed in knots, and tenths of a knot….. The earliest known taffrail log, also known as patent log, was designed in 1688 by an Englishman, Humphry Cole. Taffrail logs were later manufactured by the Lionel Corporation, perhaps better known for the manufacturing of model trains. They remained in business from 1900 to 1995, producing “Taffrail Logs” for the US Navy during World War II.

It is a curious mystery [...] that the exact same notions of the Seven Sages as the bringers of civilization in the remotest antiquity, and of the preservation and repromulgation of “writings on stones from before the flood,” turn up in the supposedly completely distinct and unrelated culture of Ancient Egypt. Of the greatest interest, at any rate, is the [Temple of Horus]’s idea of itself expressed in the acres of enigmatic inscriptions that cover its walls. These inscriptions, the so-called Edfu Building Texts, take us back to a very remote period called the “Early Primeval Age of the Gods”--and these gods, it transpired, were not originally Egyptian, but lived on a sacred island, the “Homeland of the Primeval Ones,” in the midst of a great ocean. Then, at some unspecified time in the past, a terrible disaster--a true cataclysm of flood and fire [...]-- overtook this island, where “the earliest mansions of the gods” had been founded, destroying it utterly, inundating all its holy places and killing most of its divine inhabitants. Some survived, however, and we are told that this remnant set sail in their ships (for the texts leave us in no doubt that these gods of the early primeval age were navigators) to “wander” the world. [...] Of particular interest is a passage at Edfu in which we read of a circular, water-filled “channel” surrounding the original sacred domain that lay at the heart of the island of the Primeval Ones--a ring of water that was intended to fortify and protect that domain. In this there is, of course, a direct parallel to Atlantis, where the sacred domain on which stood the temple and palace of the god, whom Plato names as “Poseidon,” was likewise surrounded by a ring of water, itself placed in the midst of further such concentric rings separated by rings of land, again with the purpose of fortification and protection. Intriguingly, Plato also hints at the immediate cause of the earthquakes and floods that destroyed Atlantis. In the Timaeus, as a prelude to his account of the lost civilization and its demise, he reports that the Egyptian priests from whom Solon received the story began by speaking of a celestial cataclysm: “There have been and will be many different calamities to destroy mankind, the greatest of them being by fire and water, lesser ones by countless other means. Your own [i.e. the Greeks’] story of how Phaeton, child of the sun, harnessed his father’s chariot, but was unable to guide it along his father’s course and so burned up things on earth and was himself destroyed by a thunderbolt, is a mythical version of the truth that there is at long intervals a variation in the course of the heavenly bodies and a consequent widespread destruction by fire of things on earth.

The definition for the “Poop Deck” as found in nautical books would lead you to believe that the name was derived from the French word for the stern of the ship, la poupe which in turn was derived from the Latin puppis. On sailing ships this deck was higher than the main deck, making it ideal to navigate from. It also was where the binnacle and ship’s wheel were located for the helmsman. The deck of the poop deck formed the roof or overhead of the Captain’s cabin making it convenient for the Captain to reach. His after cabin was frequently irreverently referred to as the “poop cabin!” As wooden ships with iron men were replace with wooden men on iron ships, the navigational functions, with the exception of setting the sails, were moved to the bridge. According to my father who was a ship’s cook in the early 1920’s, the term poop deck remained, but took on a totally different meaning. During the turn of the last century, with coal fired reciprocating steam engines replacing wind and sails, this rear deck was where animals were kept to be butchered for food. Salted meat packed in barrels and the lack of fresh vegetables was the frequent cause of constipation and even worse scurvy. Many ships of that era, and before, didn’t yet have refrigeration and this was the way they continued to have fresh meat. A cabin boy tended to the chickens, pigs, lambs and goats and it was up to the butcher or cooks to slaughter and quarter them. Of course the deck nearest the stern was ideal for this, leaving the ensuing smell behind in the wake of the ship. Seldom is the term “Poop Deck” used now since with the advent of cruise ships nautical terms are fading. Bunks have become beds, cabins became staterooms and the head is now the restroom. Oh, what has become of the days of yore?

But to refer to these nations as “Afro-Asian” is conspicuously absurd, and the whole concept of Afro-Asia is actually meaningless from every point of view. The general idea of Eurasia, however, does make a good deal of cultural as well as ecological sense, not only because it recognises the obvious importance of Europe, but because of the cultural links that went to and fro across it, so that the early navigators of the fifteenth century were using the Chinese inventions of magnetic compasses, stern-post rudders, paper for their charts, and gunpowder, and were making their voyages to find sea-routes from Europe to China and the East Indies rather than relying on overland trade.

The Spacing Guild has worked for centuries to surround our elite Navigators with mystique. They are revered, from the lowest Pilot to the most talented Steersman. They live in tanks of spice gas, see all paths through space and time, guide ships to the far reaches of the Imperium. But no one knows the human cost of becoming a Navigator. We must keep this a secret, for if they really knew the truth, they would pity us.

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

Asteria’s Ship’s Library Sailing Books Admiralty, NP 136, Ocean Passages of the World, 1973 (1895).  Admiralty, NP 303 / AP 3270, Rapid Sight Reduction Tables for Navigation Vol 1 & Vol 2 & Vol3. Admiralty, The Nautical Almanac 2018 & 2019. Errol Bruce: Deep Sea Sailing, 1954. K. Adlard Coles: Heavy Weather Sailing, 1967. Tom Cunliffe: Celestial Navigation, 1989. Andrew Evans: Single Handed Sailing, 2015. Rob James: Ocean Sailing, 1980. Robin Knox-Johnston: A World of my Own, 1969. Robin Knox-Johnston: On Seamanship & Seafaring, 2018. Bernard Moitessier: The Long Route, 1971. Hal Roth: Handling Storms at Sea, 2009. Spike Briggs & Campbell Mackenzie: Skipper's Medical Emergency Handbook, 2015 Essays Albert Camus: The Myth of Sisyphus & Other Essays, 1955. Biographies Pamela Eriksson: The Duchess, 1958. Olaf Harken: Fun Times in Boats, Blocks & Business, 2015. Martti Häikiö: VA Koskenniemi 1–2, 2009. Eino Koivistoinen: Gustaf Erikson – King of Sailing Ships, 1981. Erik Tawaststjerna: Jean Sibelius 1–5, 1989. Novels Ingmar Bergman: The Best Intentions, 1991. Bo Carpelan: Axel, 1986. Joseph Conrad: The End of the Tether, 1902. Joseph Conrad: Youth and Other Stories 1898–1910.  Joseph Conrad: Heart of Darkness, 1902. Joseph Conrad: Lord Jim, 1900. James Joyce: Ulysses, 1922, (translation Pentti Saarikoski 1982). Volter Kilpi: In the Alastalo Hall I – II, 1933. Thomas Mann: Buddenbrooks, 1925. Harry Martinson: The Road, 1948. Hjalmar Nortamo: Collected Works, 1938. Marcel Proust: In Search of Lost Time 1–10, 1922. Poems Aaro Hellaakoski: Collected Poems. Homer: Odysseus, c. 700 BC (translation Otto Manninen). Harry Martinson: Aniara, 1956. Lauri Viita: Collected Poems. Music Classic Jean Sibelius Sergei Rachmaninov Sergei Prokofiev Gustav Mahler Franz Schubert Giuseppe Verdi Mozart Carl Orff Richard Strauss Edvard Grieg Max Bruch Jazz Ben Webster Thelonius Monk Oscar Peterson Miles Davis Keith Jarrett Errol Garner Dizzy Gillespie & Benny Dave Brubeck Stan Getz Charlie Parker Ella Fitzgerald John Coltrane Other Ibrahim Ferrer, Buena Vista Social Club Jobim & Gilberto, Eric Clapton Carlos Santana Bob Dylan John Lennon Beatles Sting Rolling Stones Dire Straits Mark Knopfler Moody Blues Pink Floyd Jim Morrison The Doors Procol Harum Leonard Cohen Led Zeppelin Kim Carnes Jacques Brel Yves Montand Edit Piaf

What these creative professionals understand is that focus not only requires keeping distraction out; it also necessitates keeping ourselves in. After we’ve learned to master internal triggers, make time for traction, and hack back external triggers, the last step to becoming indistractable involves preventing ourselves from sliding into distraction. To do so, we must learn a powerful technique called a “precommitment,” which involves removing a future choice in order to overcome our impulsivity. Although researchers are still studying why it is so effective, precommitment is, in fact, an age-old tactic. Perhaps the most iconic precommitment in history appears in the ancient telling of the Odyssey. In the story, Ulysses must sail his ship and crew past the land of the Sirens, who sing a bewitching song known to draw sailors to their shores. When sailors approach, they wreck their ships on the Sirens’ rocky coast and perish. Knowing the danger ahead, Ulysses hatches a clever plan to avoid this fate. He orders his men to fill their ears with beeswax so they cannot hear the Sirens’ call. Everyone follows Ulysses’s orders, with the exception of Ulysses, who wants to hear the beautiful song for himself. But Ulysses knows that he will be tempted to either steer his ship toward the rocks or jump into the sea to reach the Sirens. To safeguard himself and his men, he instructs his crew to tie him to the mast of the ship and instructs them not to set him free nor change course until the ship is in the clear, no matter what he says or does. The crew follows Ulysses’s commands, and as the ship passes the Sirens’ shores, he is driven temporarily insane by their song. In an angry rage, he calls for his men to let him go, but since they cannot hear the Sirens nor their captain, they navigate past the danger safely.

The measurement of longitude meridians, in comparison, is tempered by time. To learn one’s longitude at sea, one needs to know what time it is aboard ship and also the time at the home port or another place of known longitude—at that very same moment. The two clock times enable the navigator to convert the hour difference into a geographical separation. Since the Earth takes twenty-four hours to complete one full revolution of three hundred sixty degrees, one hour marks one twenty-fourth of a spin, or fifteen degrees. And so each hour’s time difference between the ship and the starting point marks a progress of fifteen degrees of longitude to the east or west. Every day at sea, when the navigator resets his ship’s clock to local noon when the sun reaches its highest point in the sky, and then consults the home-port clock, every hour’s discrepancy between them translates into another fifteen degrees of longitude.

The earliest blacks to arrive in North America were not the shackled Africans who were forced to migrate from Africa to the New World during the journey called the Middle Passage in the seventeenth and eighteenth centuries. Some of the first Africans or people of African descent to step foot on the American continent were navigators, translators, and other seamen who worked aboard European ships during the Age of Exploration in the fifteenth century. Some who sailed were free, while other were enslaved.

The only way that Jason can claim his rightful place as ruler of Iolcus, Greece, is by retrieving the fabled Golden Fleece from distant lands. The problem? Everyone considers the task impossible, fraught with terrifying perils certain to kill any man. Jason isn’t so sure. He assembles a mighty team of warriors—the Argonauts—and builds the largest ship ever constructed. He then figures out how to successfully navigate the legendary maze of crushing rocks known as the Symplegades, yoke fire-breathing, bronze-hoofed oxen, trick a mighty army guarding the Fleece into ravaging itself to pieces, and drug a sleepless dragon into its first slumber. Four months after departing, Jason returns with the Fleece to take his throne.

Revelation also makes reference to the location of the Daughter of Babylon in relation to the world’s navigable waters: “Every sea captain, and all who travel by ship, the sailors, and all who earn their living from the sea, will stand far off. When they see the smoke of her burning, they will exclaim, ‘Was there ever a city like this great city?’ They will throw dust on their heads, and with weeping and mourning cry out: ‘Woe! Woe, O great city, where all who had ships on the sea became rich through her wealth! In one hour she has been brought to ruin! (Revelation 18:17 and 19). “…and the merchants of the earth grew rich from her excessive luxuries.” (Revelation 18:3b)

Argonauts—and builds the largest ship ever constructed. He then figures out how to successfully navigate the legendary maze of crushing rocks known as the Symplegades, yoke fire-breathing, bronze-hoofed oxen, trick a mighty army guarding the Fleece into ravaging

fascination. “Wow. Either it’s electronically shielded information or the computer itself is programmed not to see it. Electronic shielding is virtually invisible to computer systems. But that’s very very complex programming. Nearly impossible, in fact.” “It sees the module, even what was on the module before you wiped it clean, but none of the new information.” Kaia’s eyebrows drew together. “What are we going to do, then?” “I guess I’ll just keep translating it manually. I may make some mistakes, but I think I can get the gist of it.” “How long will it take?” “Well, I don’t think I can translate everything, but if I’m selective, I should be able to get a good chunk of it done in a week. I’ll aim for the important stuff. Like the Navigational Coordinates, that sort of thing. Maybe the ship’s manifest will have something about this homing beacon. Maybe a clue as to where it came from or why it activated so suddenly.” He gazed across the hold. “If we can find out about it, maybe we can trace what its connected to and find out how to shut it off.” Kaia looked doubtful. “That’s an awful lot of information, Ethan. You’ll have to sleep. You’ll have to eat.” “I will.” Ethan shifted uncomfortably. “But, Kaia, I have to try. It would drive me crazy to just sit around here and watch us drift closer and closer to a planet we’re not supposed to go to.” He swallowed. “I keep thinking about the dimensional map. I keep thinking that we can’t be more than a few weeks away from Beta Alora. I want to know what we’re in for before we get there. Maybe, like you said, some emergency protocol was activated somehow, and the ship is responding

The Earth is Round! Nothing, other than perhaps our universe, started in a vacuum and neither did the discovery of the Americas, which of course included the island of Cuba. Why did Columbus want to sail for parts unknown? What was going through his mind when he turned his small fleet of three ships in a westerly direction and headed towards the edge of the world? Surely, he didn’t have a death wish, so what was it that he knew that the rest of the 15th century world didn’t? Scholars recalled that there had been a grand library in Alexandria, Egypt, that contained as many as 500,000 scrolls. These were the records of human endeavors, and the shared knowledge known to the people of that era. Many of these scrolls concerned themselves with science, history and the earthly wisdom that scholars wanted to share with others. Unfortunately, everything in the library was lost, when this magnificent structure burned to the ground in 48 BC however educated people still had a better understanding of Earth and their surroundings than we give them credit for. It was a fact that many did know that the Earth was round and speculated that navigators could sail west and arrive in the Far East!

In order to avoid shipwreck, wise people usually appoint one captain to navigate the ship.

Footsteps vibrated the dock lightly, mercifully pulling him from the endless merry-go-round of his thoughts. He looked up, half-expecting to see Grace coming out to check on her guest, or possibly Logan, breaking it to him that Kerry wanted him gone and couldn’t find the heart to tell him in person. So it was a surprise, when he looked up, to find it was Kerry. The instant whoosh of relief he felt was immediately tempered by the smooth expression on her face. Maybe she’d found the heart to do it herself after all. He didn’t realize how tightly he’d gripped the edge of the pier until he pried one of his hands loose to reach up and offer her assistance. She sank effortlessly to the dock next to him, no assistance needed, and slid her feet over the edge of the pier so they dangled next to his. “You look like someone stole your pirate ship,” she said, squinting into the sun as she briefly looked at him, then back to the water. “No, it’s moored just down the harbor. I seem to have misplaced my pirate queen, though.” He bumped the side of his foot into the side of hers but otherwise kept his hands to himself. “Oh, she’s been navigating the choppy waters of Bridal Bay, trying not to drown in the froth of lace whitecaps or get dragged under by the pearl-seeded kelp beds.” He smiled at that. “I’ve heard that particular channel can be a tricky one to navigate. Lots of something olds looming out there in the deep, blocking the easier paths to the something news.

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

Opening European Trade with Asia Marco Polo was an Italian merchant whose travels introduced Europeans to Central Asia and China. In the 13th century the traditional trade route leading to China was overland, traveling through the Middle East from the countries of Europe. Marco Polo established this trade route but it required ships to carry the heavy loads of silks and spices. Returning to Italy after 24 he found Venice at war with Genoa. In 1299, after having been imprisoned, his cell-mate recorded his experiences in the book “The Travels of Marco Polo.” Upon his release he became a wealthy merchant, married, and had three children. He died in 1324 and was buried in the church of San Lorenzo in Venice. Henry the Navigator charted the course from Portugal to the Cape of Good Hope on the southern tip of Africa and is given credit for having started the Age of Discoveries. During the first half of the 15th century he explored the coast of West Africa and the islands of the Atlantic Ocean, in search of better routes to Asia. Five years after Columbus discovered the West Indies, Vasco da Gama rounded the southern point of Africa and discovered a sea route to India. In 1497, on his first voyage he opened European trade with Asia by an ocean route. Because of the immense distance around Africa, this passage became the longest sea voyage made at the time.

Scripture likewise seems to point out this method, Surely the Isles shall wait for me; the ships of Tarshish first, to bring my sons from far, their silver, and their gold with them, unto the name of the Lord, thy God. Isai. lx. 9. This seems to imply that in the time of the glorious increase of the church, in the latter days, (of which the whole chapter is undoubtedly a prophecy,) commerce shall subserve the spread of the gospel. The ships of Tarshish were trading vessels, which made voyages for traffic to various parts; thus much therefore must be meant by it, that navigation, especially that which is commercial, shall be one great mean of carrying on the work of God; and perhaps it may imply that there shall be a very considerable appropriation of wealth to that purpose.

One story Plato used to teach about the limitations of democracy was about a ship in the middle of the ocean. On this ship was a gruff, burly captain who was rather shortsighted and slightly deaf. He and his crew followed the principles of majority rule on decisions about navigational direction. They had a very skilled navigator who knew how to read the stars on voyages, but the navigator was not very popular and was rather introverted. In the panic of being lost, the captain and crew made a decision to follow the most charismatic, eloquent, and persuasive of the crew members. They ignored and ridiculed the navigator’s suggestions, remained lost, and ultimately starved to death at sea. One

According to some reports, the crew of the Titanic didn’t fire the correct distress signals after the ship’s collision with the iceberg - instead they released flares at random. The message sent by the rockets was supposed to say ‘distress’ but in fact it signalled ‘I’m having navigation problems; please stay clear’.

Scientist’s intellect is their ship as they navigate through the treacherous waters of detail where, hopefully, their good sense and rationale leads them to truth. Religious leaders already have the truth and those tenants that are not well-defined don’t need a defense because faith shields them from the onslaught of details and facts." - Fillossofee, Messages from a Grandfather - an ebook

The better part of the tour was the gossip offered up by the tour guide. It seems a certain Genoese sailor used to frequent a married woman here in Burgos. Being a highly skilled navigator, this seaman was particularly well-versed in seasonal rhythms. His mistress’ husband was in the shipping business, and gone six months a year, allowing the swashbuckling Genoan to swoop in to fill the seasonal vacuum. Like most Genoese, this sailor—Christopher Columbus—was attracted to the cosmopolitan flair that Burgos offered. The guide went on to point out that this same Captain Columbus would later delay his departure for the New World from the Galapagos Islands for over a month, when he fell into the arms of an especially delectable, but married, island woman. I guess I am just naïve. After all, how much of a surprise is it that the world’s greatest explorer of all time was also a bit peripatetic when it came to sleeping arrangements.

I can’t control the waves of the ocean, but I can learn how to navigate my ship.

Nathaniel Bowditch… the father of American Navigation was born on March 26, 1773, in Salem, Massachusetts. At the age of ten; he left school to work in his father's cooperage, before becoming a bookkeeping apprentice, to a ship chandler. At fourteen years of age he taught himself Algebra and later Calculus. He poured over books critical to the development of Astronomy, such as those written by Sir Isaac Newton. He also corrected thousands of calculation errors in John Hamilton Moore’s book “The New Practical Navigator.” As a young man he learned Latin and French allowing him to read foreign technical books and translated Pierre Simon de Laplace’s book on mathematics and theoretical astronomy. In 1795, Bowditch went to sea on his first voyage as a ship's clerk and yeoman. By his fifth voyage at sea he was promoted to Captain and was a part owner of the vessel. Following this voyage, he returned to Salem in 1803, resuming his studies. In 1802, his book The American Practical Navigator was first published. That same year, Harvard University awarded Bowditch an honorary Master of Arts degree. His tireless academic work earned him a significant standing, including acceptance to the “American Academy of Arts and Sciences.” In 1806, Bowditch was offered the “Chair of Mathematics and Physics at Harvard” as well as at the “United States Military Academy and the University of Virginia.” His encyclopedia of navigation “The American Practical Navigator,” usually just referred to by his name “Bowditch,” still serves as a valuable handbook on oceanography and meteorology, and contains useful tables and a maritime glossary. Without a doubt it is the finest book on Navagation ever written.

Same time as every day, Fyl..." she fussed, the rest of the bridge crew seeming to hold their breaths. "TWELVE THIRTY!" came the chorus. The next hour dragged by, in about the same way as the hour before that. At twelve twenty-five, Commander Ortez found himself stepping out of an elevator into an equally mundane grey steel corridor on his way to the mess hall. Turning a corner, he met with a stream of crewmen milling around between shifts. Some off-duty personnel were lounging around in civvies, which consisted mostly of re-revamped 60's hippy fashions. Of all the places on the ship, the mess was the most spacious, (i.e.: it was a big mess.) The command officer’s balcony overhung the rest of the crew dining area. Ortez sat at his usual place, wincing as he remembered to get someone to fix the springs in his chair. An ensign, 3rd class dressed in chef’s white, served him with a plate of what either ended up feeding the chefs latest pet - or strangling it. Marnetti, Barnum and the sciences officer Commander Jaris Skotchdopole filed in, not necessarily in that order, and found seats. After a few bites, Marnetti -- who was the first officer and navigator, put up a hand and signalled a waiter. The lad approached fearfully, appreciating the highlight of his day.

SS Seawise Giant Seawise Giant Ordered in 1974 and delivered in 1979, the longest ship ever built was the supertanker Seawise Giant. Larger than the largest Cruise Ship afloat, the Oasis of the Seas, which is 1,186 feet long. She was over 1,504 feet long and weighed in at 260,941 gross tons. Having a beam of 220 feet and drawing 79 feet of water, she was so large that she couldn't navigate through the Panama Canal the Suez Canal or even the English Channel. After having been sunk during the 1980 -1988 Iran–Iraq War she was raised, renamed a few times and used for oil storage until she was ultimately scrapped in India, in 2010. Read “The Exciting Story of Cuba” by Captain Hank Bracker

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

calls to adventure are puzzles waiting to be solved. Anyone can apply, but the price of admission is paid in imagination. As journeys unfold, new challenges arise and pressures mount. These successive tolls must too be paid in creativity and ingenuity, as they were by history’s most imaginative minds. The only way that Jason can claim his rightful place as ruler of Iolcus, Greece, is by retrieving the fabled Golden Fleece from distant lands. The problem? Everyone considers the task impossible, fraught with terrifying perils certain to kill any man. Jason isn’t so sure. He assembles a mighty team of warriors—the Argonauts—and builds the largest ship ever constructed. He then figures out how to successfully navigate the legendary maze of crushing rocks known as the Symplegades, yoke fire-breathing, bronze-hoofed oxen, trick a mighty army guarding the Fleece into ravaging itself to pieces, and drug a sleepless dragon into its first slumber. Four months after departing, Jason

Many calls to adventure are puzzles waiting to be solved. Anyone can apply, but the price of admission is paid in imagination. As journeys unfold, new challenges arise and pressures mount. These successive tolls must too be paid in creativity and ingenuity, as they were by history’s most imaginative minds. The only way that Jason can claim his rightful place as ruler of Iolcus, Greece, is by retrieving the fabled Golden Fleece from distant lands. The problem? Everyone considers the task impossible, fraught with terrifying perils certain to kill any man. Jason isn’t so sure. He assembles a mighty team of warriors—the Argonauts—and builds the largest ship ever constructed. He then figures out how to successfully navigate the legendary maze of crushing rocks known as the Symplegades, yoke fire-breathing, bronze-hoofed oxen, trick a mighty army guarding the Fleece into ravaging itself to pieces, and drug a sleepless

The ship’s knowledge extended to navigation, to the handling of weather and awareness of necessary maintenance.

The great teachers of our historical culture insist that morality is deeper and more substantial than effervescent foam. It stands to reason, they insist, that where there are waves and foam there is a deeper body of water. These sources describe a sea of substantial morality that lies beneath the ephemeral and ever-changing surface expressions of emotion, taste, and satisfaction in ordinary human intercourse. They describe character as the gravity that keeps us afloat and virtues as the sails that propel us and the instruments that help us to maintain our course, even when the ship is being rocked by stormy waters and high seas. Sailors need to know when to use ballast or throw down the anchor, lest the ship sink and they drown. In like manner, the virtues enable us to respond correctly to those moments of life that are the moral equivalents to such conditions at sea. However, an ability to discern these moments and respond appropriately entails more than formal techniques of decision-making, just as successful sailing requires that one know more than just the techniques of good navigation. As the latter requires a knowledge of and familiarity with the sea that cannot be taught in books but can only be learned from seafaring itself, so the moral life requires that we be virtuous. The virtues are not just the moral equivalent of techniques of good sailing; rather, they are the way as well as the end of goodness and happiness. If we assume, however, as so many of the textbooks would have believe, that problems and quandaries are the whole subject matter of ethics and that the decisions we make are the purpose of morality, then we are likely to interpret even the virtues in the same superficial, utilitarian way in which we already think of values. But if we pay heed to the ancient sources, we will recognize that the virtues are related to a much thicker and deeper moral reality. We will see the virtues as the qualities of character that we need in order to steer our way through the complicated and mysterious sea of morality into which we all have been placed. For such journeying, a pocketful of values is neither sufficient ballast nor a substitute for sails, compass, or sextant.

Like a ship on the seas, individually we all must set our sails and find our own awareness to navigate and guide ourselves on our journeys. And with any journey we must find, explore, and expand the depth of our roots and the horizon of where and how we wish to grow.

No, especially if you’re in command. You never stop working and you’re on-call twenty-four hours a day. Just running the ship properly can fill up all your time. You’re responsible for its safe navigation, its readiness for combat, its propulsion, hotel systems, damage control, crew morale, personnel, training, diplomacy ashore, and a hundred other things. Just changes to the goddamned software are enough to drive you crazy. I delegate that to the kids, who live and breathe it. We go through continual training evolutions and drills, absorb new systems, implement new directives. There’s so much paperwork and so many things to study that you just don’t have the time to read at leisure, certainly not if you’re the captain.