Short Coastline Quotes

Part of the reason people could eat so well was that many foods that we now think of as delicacies were plenteous then. Lobsters bred in such abundance around Britain's coastline that they were fed to prisoners and orphans or ground up for fertilizer.

Lobsters bred in such abundance around Britain’s coastline that they were fed to prisoners and orphans or ground up for fertilizer; servants sought written agreements from their employers that they would not be served lobster more than twice a week.

On either side of them the essence of honky tonk beach resort had now enclosed them: gas stations, fried clam stands, Dairy Treets, motels painted in feverish pastel colors, mini golf. Larry was drawn two painful ways by these things. Part of him clamored at their sad and blatant ugliness and at the ugliness of the minds that had turned this section of a magnificent, savage coastline into one long highway amusement park for families in station wagons. But there was a more subtle, deeper part of him that whispered of the people who had filled these places and this road during other summers. Ladies in sunhats and shorts too tight for their large behinds. College boys in red and black striped rugby shirts. Girls in beach shifts and thong sandals. Small screaming children with ice cream spread over their faces. They were American people, and there was a kind of dirty, compelling romance about them whenever they were in groups never mind if the group was in an Aspen ski lodge or performing their prosaic/ arcane rites of summer along Route 1 in Maine. And now all these Americans were gone.

The firstdown team for this planet must have had a fixation on animals. Horse, Bear, Eagle. For three days we were creeping down the east coast of Equus over an irregular coastline called the Mane. We’ve spent the last day making the crossing of a short span of the Middle Sea to a large island called Cat Key. Today we are offloading passengers and freight at Felix, the “major city” of the island.

from water. These were not trivial challenges to overcome. On the other hand, there was a powerful incentive to leave the water: it was getting dangerous down there. The slow fusion of the continents into a single landmass, Pangaea, meant there was much, much less coastline than formerly and thus much less coastal habitat. So competition was fierce. There was also an omnivorous and unsettling new type of predator on the scene, one so perfectly designed for attack that it has scarcely changed in all the long eons since its emergence: the shark. Never would there be a more propitious time to find an alternative environment to water.

As the bus passed a long stretch of coastline, for the first time I took no pleasure in the sight of it. The water was almost still and the sun seemed to be sinking into it. But this time the beauty wasn’t enough. Usually just a glimpse of it could put me in an instant good mood, but now I realized — I’d always known, but never realized — that you can’t escape to the sea. This isn’t Han Shan’s China or Thoreau’s America. That’s all gone now. If you decided you’d had enough and went off to live by the sea or up a mountain, you still couldn’t get away from the need for money. They’ve made it so that money and sustenance are the same thing.

When trying to understand why people acted in a certain way, you might use a short checklist to guide your probing: their knowledge, beliefs and experience, motivation and competing priorities, and their constraints. •​Knowledge. Did the person know something, some fact, that others didn’t? Or was the person missing some knowledge you would take for granted? Devorah was puzzled by the elderly gentleman’s resistance until she discovered that he didn’t know how many books could be stored on an e-book reader. Mitchell knew that his client wasn’t attuned to narcissistic personality disorders and was therefore at a loss to explain her cousin’s actions. Walter Reed’s colleagues relied on the information that mosquitoes needed a two- to three-week incubation period before they could infect people with yellow fever. •​Beliefs and experience. Can you explain the behavior in terms of the person’s beliefs or perceptual skills or the patterns the person used, or judgments of typicality? These are kinds of tacit knowledge—knowledge that hasn’t been reduced to instructions or facts. Mike Riley relied on the patterns he’d seen and his sense of the typical first appearance of a radar blip, so he noticed the anomalous blip that first appeared far off the coastline. Harry Markopolos looked at the trends of Bernie Madoff’s trades and knew they were highly atypical. •​Motivation and competing priorities. Cheryl Cain used our greed for chocolate kisses to get us to fill in our time cards. Dennis wanted the page job more than he needed to prove he was right. My Procter & Gamble sponsors weren’t aware of the way the homemakers juggled the needs for saving money with their concern for keeping their clothes clean and their families happy. •​Constraints. Daniel Boone knew how to ambush the kidnappers because he knew where they would have to cross the river. He knew the constraints they were operating under. Ginger expected the compliance officer to release her from the noncompete clause she’d signed because his company would never release a client list to an outsider.

Her heart pounded; her adrenaline rushed. The calm crashing of the ocean waves was completely drowned out by bass-heavy pop mixes pumping out of the stereo systems that seemed to span the coastline. As she tried to take in full, deep breaths to calm her racing mind, things only became worse as the crowds of glitter, loud colors, and bows began spinning all around her. This was cheer world.

Both boys hugged their mother, shook hands with their father, and hopped into the car. “The tenting equipment is already in the trunk,” Joe said. “Have we forgotten anything, Frank?” “We’re all set,” his brother replied, giving the circle sign with his thumb and forefinger. The morning was gray and foggy as the boys set off with Joe at the wheel, but an hour later the sun shone through and burned off the mist. The coastline now assumed roller-coaster proportions as they approached the Honeycomb Caves area. The highway was about two hundred feet above sea level. A short plateau extended to the lip of the palisades to the left of them before dropping down abruptly into the Atlantic Ocean. “The caves are below these cliffs somewhere,” declared Joe, motioning toward the coastal side. The sea, hidden most of the time by a thick stand of woods and undergrowth, occasionally flashed through in brilliant glimmers.

In that moment, I felt sad just thinking about leaving South Africa, and the people that I had met along the way during my cross-country adventures. In such a short space of time, they had filled my heart like they say in Afrikaans, propvol, meaning to full capacity, or to the point that there’s no space left – propvol meaning that not even a small cap full of something could fit because the space is chockful and completely stuffed. And that is exactly how my heart felt – propvol, stuffed with little South African remembrances and an endless string of little moments held together by the names of people, locations, or Afrikaans words or phrases combined with tasty meals enjoyed around dining room tables, outdoor living spaces, and confined places like the inside of the Land Rover while driving down the coastline of South Africa. Propvol, and yet that wasn’t enough….

Hmm,” said Tammy, “and once more your naive optimism regarding the human species reveals its hopeless disconnect with reality. While it was well-established that prior to the Great EM Pulse following the Benefactors’ arrival in Earth orbit, virtually every human being on the planet had already become a drooling automaton with bloodshot eyes glued to a pixelated screen, even as the world melted around them in a toxic stew of air pollution, water pollution, vehicles pouring out carcinogenic waste gases, and leaking gas pipelines springing up everywhere along with earthquake-inducing fracking and oil spills in the oceans and landslides due to deforestation and heat waves due to global warming and ice caps melting and islands and coastlines drowning and forests dying and idiots building giant walls and—” “All right, whatever!” Hadrian snapped. “But don’t you see? This is the future!” “Yeah, that statement makes sense.” “The future from then, I mean. Now is their future, even if it’s our now, or will be, I mean—oh fuck it. The point is, Tammy, we’re supposed to have matured as a species, as a civilization. We’re supposed to have united globally in a warm gush of integrity, ethical comportment, and peace and love as our next stage of universal consciousness bursts forth like a blinding light to engulf us all in a golden age of enlightenment and postscarcity well-being.” “Hahahaha,” Tammy laughed and then coughed and choked. “Stop! You’re killing me!” Beta spoke. “I am attempting to compute said golden age, Captain. Alas, my Eternally Needful Consumer Index is redlining and descending into a cursive loop of existential panic. All efforts to reset parameters yield the Bluescreen of Incomprehension. Life without mindless purchase? Without pointless want? Without ephemeral endorphin spurts? Without gaming-induced frontal lobe permanent degradation resulting in short-tempered antisocial short-attention-span psychological generational profiles? Impossible.” “The EMP should have given us the breathing space to pause and reevaluate our value system,” said Hadrian. “Instead, it was universal panic. Riots in Discount Super Stores, millions trampled—they barely noticed the lights going out, for crying out loud.

Sorry, Commander. Just finishing off this carrot. Ahm…Dublin, let’s see. Seventy-five…Eighteen seventy-five.” “I thought so! This place is completely different. The humans have even managed to change the shape of the coastline.” Foaly was silent for a moment. Root could just imagine him wrestling with the problem. The centaur did not like to be told that any part of his system was out of date. “Okay,” he said at last. “Here’s what I’m going to do. We have a Scope on a satellite TV bird with a footprint in Ireland.” “I see,” muttered Root—which was basically a lie. “I’m going to e-mail last week’s sweep direct to your visor. Luckily there’s a video card in all the new helmets.” “Luckily.” “The tricky bit will be to coordinate your flight pattern with the video feed.…” Root had had enough. “How long, Foaly?” “Ahm…Two minutes, give or take.” “Give or take what?” “About ten years if my calculations are off.” “They’d better not be off then. I’ll hover until we know.” One hundred and twenty-four seconds later, Root’s black-and-white blueprints faded out, to be replaced by full-color daylight imaging. When Root moved, it moved, and Holly’s locator beacon dot moved too. “Impressive,” said Root. “What was that, Commander?” “I said impressive,” shouted Root. “No need to get a swelled head.” The commander heard the sound of a roomful of laughter, and realized that Foaly had him on the speakers. Everyone had heard him complimenting the centaur’s work. There’d be no talking to him for at least a month. But it was worth it. The video he was receiving now was bang up to date. If Captain Short was being held in a building, the

ship built by English settlers in the New World. In 1607, at the mouth of the Kennebec River in Maine, the Plymouth Company erected a short-lived fishing settlement. A London shipwright named Digby organized some settlers to construct a small vessel with which to return them home to England, as they were homesick and disenchanted with the New England winters. The small craft was named, characteristically, the Virginia. She was evidently a two-master and weighed about thirty tons, and she transported furs, salted cod, and tobacco for twenty years between various ports along the Maine coast, Plymouth, Jamestown, and England. She is believed to have wrecked somewhere along the coast of Ireland.6 By the middle of the seventeenth century, shipbuilding was firmly established as an independent industry in New England. Maine, with its long coastline and abundant forests, eventually overtook even Massachusetts as the shipbuilding capital of North America. Its most western town, Kittery, hovered above the Piscataqua. For many years the towns of Kittery and Portsmouth, and upriver enclaves like Exeter, Newmarket, Durham, Dover, and South Berwick, rivaled Bath and Brunswick, Maine, as shipbuilding centers, with numerous shipyards, blacksmith shops, sawmills, and wharves. Portsmouth's deep harbor, proximity to upriver lumber, scarcity of fog, and seven feet of tide made it an ideal location for building large vessels. During colonial times, the master carpenters of England were so concerned about competition they eventually petitioned Parliament to discourage shipbuilding in Portsmouth.7 One of the early Piscataqua shipwrights was Robert Cutts, who used African American slaves to build fishing smacks at Crooked Lane in Kittery in the 1650s. Another was William Pepperell, who moved from the Isle of Shoals to Kittery in 1680, where he amassed a fortune in the shipbuilding, fishing, and lumber trades. John Bray built ships in front of

Ken Wharfe In 1987, Ken Wharfe was appointed a personal protection officer to Diana. In charge of the Princess’s around-the-clock security at home and abroad, in public and in private, Ken Wharfe became a close friend and loyal confidant who shared her most private moments. After Diana’s death, Inspector Wharfe was honored by Her Majesty Queen Elizabeth II at Buckingham Palace and made a Member of the Victorian Order, a personal gift of the sovereign for his loyal service to her family. His book, Diana: Closely Guarded Secret, is a Sunday Times and New York Times bestseller. He is a regular contributor with the BBC, ITN, Sky News, NBC, CBS, and CNN, participating in numerous outside broadcasts and documentaries for BBC--Newsnight, Channel 4 News, Channel 5 News, News 24, and GMTV. My memory of Diana is not her at an official function, dazzling with her looks and clothes and the warmth of her manner, or even of her offering comfort among the sick, the poor, and the dispossessed. What I remember best is a young woman taking a walk in a beautiful place, unrecognized, carefree, and happy. Diana increasingly craved privacy, a chance “to be normal,” to have the opportunity to do what, in her words, “ordinary people” do every day of their lives--go shopping, see friends, go on holiday, and so on--away from the formality and rituals of royal life. As someone responsible for her security, yet understanding her frustration, I was sympathetic. So when in the spring of the year in which she would finally be separated from her husband, Prince Charles, she yet again raised the suggestion of being able to take a walk by herself, I agreed that such a simple idea could be realized. Much of my childhood had been spent on the Isle of Purbeck in Dorset, a county in southern England approximately 120 miles from London; I remembered the wonderful sandy beaches of Studland Bay, on the approach to Poole Harbour. The idea of walking alone on miles of almost deserted sandy beach was something Diana had not even dared dream about. At this time she was receiving full twenty-four-hour protection, and it was at my discretion how many officers should be assigned to her protection. “How will you manage it, Ken? What about the backup?” she asked. I explained that this venture would require us to trust each other, and she looked at me for a moment and nodded her agreement. And so, early one morning less than a week later, we left Kensington Palace and drove to the Sandbanks ferry at Poole in an ordinary saloon car. As we gazed at the coastline from the shabby viewing deck of the vintage chain ferry, Diana’s excitement was obvious, yet not one of the other passengers recognized her. But then, no one would have expected the most photographed woman in the world to be aboard the Studland chain ferry on a sunny spring morning in May. As the ferry docked after its short journey, we climbed back into the car and then, once the ramp had been lowered, drove off in a line of cars and service trucks heading for Studland and Swanage. Diana was driving, and I asked her to stop in a sand-covered area about half a mile from the ferry landing point. We left the car and walked a short distance across a wooded bridge that spanned a reed bed to the deserted beach of Shell Bay. Her simple pleasure at being somewhere with no one, apart from me, knowing her whereabouts was touching to see. Diana looked out toward the Isle of Wight, anxious by now to set off on her walk to the Old Harry Rocks at the western extremity of Studland Bay. I gave her a personal two-way radio and a sketch map of the shoreline she could expect to see, indicating a landmark near some beach huts at the far end of the bay, a tavern or pub, called the Bankes Arms, where I would meet her.

Ken Wharfe In 1987, Ken Wharfe was appointed a personal protection officer to Diana. In charge of the Princess’s around-the-clock security at home and abroad, in public and in private, Ken Wharfe became a close friend and loyal confidant who shared her most private moments. After Diana’s death, Inspector Wharfe was honored by Her Majesty Queen Elizabeth II at Buckingham Palace and made a Member of the Victorian Order, a personal gift of the sovereign for his loyal service to her family. His book, Diana: Closely Guarded Secret, is a Sunday Times and New York Times bestseller. He is a regular contributor with the BBC, ITN, Sky News, NBC, CBS, and CNN, participating in numerous outside broadcasts and documentaries for BBC--Newsnight, Channel 4 News, Channel 5 News, News 24, and GMTV. And so, early one morning less than a week later, we left Kensington Palace and drove to the Sandbanks ferry at Poole in an ordinary saloon car. As we gazed at the coastline from the shabby viewing deck of the vintage chain ferry, Diana’s excitement was obvious, yet not one of the other passengers recognized her. But then, no one would have expected the most photographed woman in the world to be aboard the Studland chain ferry on a sunny spring morning in May. As the ferry docked after its short journey, we climbed back into the car and then, once the ramp had been lowered, drove off in a line of cars and service trucks heading for Studland and Swanage. Diana was driving, and I asked her to stop in a sand-covered area about half a mile from the ferry landing point. We left the car and walked a short distance across a wooded bridge that spanned a reed bed to the deserted beach of Shell Bay. Her simple pleasure at being somewhere with no one, apart from me, knowing her whereabouts was touching to see. Diana looked out toward the Isle of Wight, anxious by now to set off on her walk to the Old Harry Rocks at the western extremity of Studland Bay. I gave her a personal two-way radio and a sketch map of the shoreline she could expect to see, indicating a landmark near some beach huts at the far end of the bay, a tavern or pub, called the Bankes Arms, where I would meet her. She set off at once, a tall figure clad in a pair of blue denim jeans, a dark-blue suede jacket, and a soft scarf wrapped loosely around her face to protect her from the chilling, easterly spring wind. I stood and watched as she slowly dwindled in the distance, her head held high, alone apart from busy oyster catchers that followed her along the water’s edge. It was a strange sensation watching her walking away by herself, with no bodyguards following at a discreet distance. What were my responsibilities here? I kept thinking. Yet I knew this area well, and not once did I feel uneasy. I had made this decision--not one of my colleagues knew. Senior officers at Scotland Yard would most certainly have boycotted the idea had I been foolish enough to give them advance notice of what the Princess and I were up to.

Italy’s climate is well suited to growing a variety of crops. However, in such a mountainous country, flat and fertile land is in short supply. Wheat is the main cereal crop and is grown in the lowlands of central and northern Italy. Sugar beet, potatoes, and maize also are cultivated, and some rice is grown in the Po valley. The majority of Italy’s farms are small, averaging only 17 acres in size. Each farm is usually run by one family. Tractors and other farm machinery have become more common in the past 20 years, and bullock carts are now rarely seen. Since the 1950s the government has paid for ways to improve farmland by irrigating dry areas and draining swampy ones. Despite these problems, Italy is the world’s leading producer of both olive oil and wine. More than half the farms in the country grow at least some grapes, and each region has its own special wine. Fishing ports are dotted all around Italy’s long coastline. There are still some small, family-owned fishing boats. But the fishing industry is becoming more mechanized, with fleets of large boats.

Phobie de l’avion?’ said the man in the next seat. Marc shook his head, raising his voice to be heard over the sound of the helicopter’s rotors. ‘No. It’s more like I have a professional sense of concern . . .’ Beneath them, cerulean-blue waters flashed past as the red-and-white EC130 followed the French coastline north toward the Ligurian Sea. The journey from the airport in Nice was a short one, but flying over the water was always enough to dredge up some of Marc’s more unpleasant memories. He had hoped it wouldn’t show on his face, but that clearly wasn’t the case. ‘I used to fly these things myself,’ he added, feeling compelled to explain away his reaction. ‘I don’t like it when someone else is the pilot.’ For a giddy second, he feared the sea was rising up to reach for them – it could be deceptive that way, easy to gauge your height wrongly if you weren’t paying attention – and he closed his eyes to banish the thought. It didn’t work. He remembered a stretch of ocean half a world away, and the heart-stopping impact of a Royal Navy Lynx’s canopy hitting the water. He took a deep breath before the recall could take hold and pull him under. ‘Backseat driver?’ Somewhere in his late fifties, deeply bronzed beneath a panama hat and an expensive safari suit, the man next to him studied Marc’s face. Marc gave a wry nod. ‘Yeah, you could say that.

It’s a simple fact of geometry that having a bunch of little continents gives you more coastline than having one big supercontinent. And more coastline gives you more shelf space to bury carbon in shallow sea life. But in the Permian and Triassic, this space was in short supply around the bloated supercontinent, and simple geometry jammed the biological carbon pump. As a result, more CO2 gathered in the atmosphere and the planet couldn’t manage to cool off. Add to this the enormous CO2 sinks of trees and forests that nearly disappeared for 10 million years after the Permian and there was nowhere to shuttle all that extra carbon dioxide. Eventually, though, the planet would cool off, however slowly, and life would fitfully recover. But the early Triassic earth remained a largely broken world, and the wastelands of tropical Pangaea barren and lifeless.

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