Voyager 1 And 2 Quotes

Car souvent j'ai voulu revoir une personne sans discerner qu c'était simplement parce qu'elle me rappelait un haie d'aubépines, et j'ai été induit à croir, à faire croire à un regain d'affection, par un simple désire de voyage.

CAPT. J. W. SIMMONS, master of the steamship Pensacola, had just as little regard for weather as the Louisiana’s Captain Halsey. He was a veteran of eight hundred trips across the Gulf and commanded a staunch and sturdy ship, a 1,069-ton steel-hulled screw-driven steam freighter built twelve years earlier in West Hartlepool, England, and now owned by the Louisville and Nashville Railroad Company. Friday morning the ship was docked at the north end of 34th Street, in the company of scores of other ships, including the big Mallory liner Alamo, at 2,237 tons, and the usual large complement of British ships, which on Friday included the Comino, Hilarius, Kendal Castle, Mexican, Norna, Red Cross, Taunton, and the stately Roma in from Boston with its Captain Storms. As the Pensacola’s twenty-one-man crew readied the ship for its voyage to the city of Pensacola on Florida’s Gulf Coast, two men came aboard as Captain Simmons’s personal guests: a harbor pilot named R. T. Carroll and Galveston’s Pilot Commissioner J. M. O. Menard, from one of the city’s oldest families. At

Returning from a hunting trip, Orde-Lees, traveling on skis across the rotting surface of the ice, had just about reached camp when an evil, knoblike head burst out of the water just in front of him. He turned and fled, pushing as hard as he could with his ski poles and shouting for Wild to bring his rifle. The animal—a sea leopard—sprang out of the water and came after him, bounding across the ice with the peculiar rocking-horse gait of a seal on land. The beast looked like a small dinosaur, with a long, serpentine neck. After a half-dozen leaps, the sea leopard had almost caught up with Orde-Lees when it unaccountably wheeled and plunged again into the water. By then, Orde-Lees had nearly reached the opposite side of the floe; he was about to cross to safe ice when the sea leopard’s head exploded out of the water directly ahead of him. The animal had tracked his shadow across the ice. It made a savage lunge for Orde-Lees with its mouth open, revealing an enormous array of sawlike teeth. Orde-Lees’ shouts for help rose to screams and he turned and raced away from his attacker. The animal leaped out of the water again in pursuit just as Wild arrived with his rifle. The sea leopard spotted Wild, and turned to attack him. Wild dropped to one knee and fired again and again at the onrushing beast. It was less than 30 feet away when it finally dropped. Two dog teams were required to bring the carcass into camp. It measured 12 feet long, and they estimated its weight at about 1,100 pounds. It was a predatory species of seal, and resembled a leopard only in its spotted coat—and its disposition. When it was butchered, balls of hair 2 and 3 inches in diameter were found in its stomach—the remains of crabeater seals it had eaten. The sea leopard’s jawbone, which measured nearly 9 inches across, was given to Orde-Lees as a souvenir of his encounter. In his diary that night, Worsley observed: “A man on foot in soft, deep snow and unarmed would not have a chance against such an animal as they almost bound along with a rearing, undulating motion at least five miles an hour. They attack without provocation, looking on man as a penguin or seal.

There is some interesting new research15 that suggests that the Little Ice Age might have been caused in part by reforestation after the genocide of native people in the Americas. Following Christopher Columbus’s first voyage, Europeans killed about 90 percent of the indigenous population, either directly or by spreading disease. The dead stopped farming, and trees started to grow back, reducing CO2 concentrations enough to cause a global cooling.

  1. Do not be proud of any excellence that is not your own. If a horse should be proud and say, ‘I am handsome’, it would be supportable.   2. But when you are proud and say, ‘I have a handsome horse’, know that you are proud of something that belongs not to you but to the horse.   3. What, then, is your own? Only your reaction to the appearances of things.   4. Thus, when you react to how things appear in true accordance with their nature, you will be proud with reason; for you will take pride in some good of your own.   5. Consider when, on a voyage, your ship is anchored; if you go on shore to get water you may amuse yourself along the way with picking up a shellfish.   6. However, your attention must also be towards the ship, waiting for the captain to call you on board;   7. For when he does so, you must immediately leave all these things, otherwise you will miss the ship as it sails.   8. So it is with life. Whatever you find while, so to say, wandering on the beach, is fine.   9. But if necessity calls, you must run to the ship, leaving these things, and regarding none of them. 10. For there is a proper time for all things, including a proper time to grieve, and to prepare to die. 11. The question to be asked at the end of each day is, ‘How long will you delay to be wise?

sail, we  tcame by a straight course to Cos, and the next day to Rhodes, and from there to Patara. [1] 2And having found a ship crossing to Phoenicia, we went aboard and set sail. 3When we had come in sight of Cyprus, leaving it on the left we sailed to Syria and landed at Tyre, for there the ship was to unload its cargo. 4And having sought out the disciples, we stayed there for seven days. And  uthrough the Spirit they were telling Paul not to go on to Jerusalem. 5When our days there were ended, we departed and went on our journey, and they all, with wives and children,  vaccompanied us until we were outside the city. And  wkneeling down on the beach, we prayed 6and said farewell to one another. Then we went on board the ship, and they returned home. 7When we had finished the voyage from Tyre, we arrived at Ptolemais, and we greeted  xthe brothers [2] and stayed with them for one day. 8On the next day we departed and came to Caesarea, and we entered the house of  yPhilip  zthe evangelist, who was one of the seven, and stayed with him. 9He had four unmarried daughters,  awho prophesied. 10While we were staying for many days, a prophet named  bAgabus came down from Judea. 11And coming to

Commander Fuqua’s Deck Department had one major task to complete, however, before it could relax. Having been at sea, Arizona needed to replenish its fuel tanks. In expectation of the upcoming voyage to Long Beach—some 2,500 miles—a full load of 1.5 million gallons of fuel oil was pumped aboard. Despite the trade winds blowing across Pearl Harbor that December morning, an oily smell lingered and lay heavy in the air. Elsewhere aboard the Arizona, storage tanks contained 180,000 gallons of aviation fuel for the three Vought Kingfisher scouting planes, and ammunition lockers brimmed with more than a million pounds of gunpowder. Crew members had long learned to take such explosive cargo as a matter of course, but each of the seven battleships moored along Battleship Row—and Pennsylvania momentarily on blocks in Dry Dock No. 1—carried the ingredients to readily become floating bombs.8

Trent Meyer @meyer_the_fire No he didn’t. Don’t be ridiculous. Nobody has seriously believed the earth is flat for the last 2,500 years. Not until you lot started drinking the Kool-Aid RT 3 L 41 Dennster @true_earth_matters Please. It’s a documented fact that Columbus had to try and persuade the Council of Salamanca that the earth was round, but they didn’t buy it. And none of his sailors wanted to go on the voyage because they thought he was a globularist nutter RT 9 L 124 Trent Meyer @meyer_the_fire It’s not documented fact. It’s pure fiction. It was made up by the writer Washington Irving in the 1820s to create an origin story for the United States. The Council of Salamanca was never even a thing RT 1 L 27 Dennster @true_earth_matters Washington Irving? Right. Another white guy RT 3 L 46 Mekell King @pointymekell I’m black. It doesn’t upset me if anyone says the earth is round. I’m comfortable with basic facts RT 5 L 64 Dennster @true_earth_matters Have you ever heard of internalised racism? RT 0 L 14 Mekell King @pointymekell Seriously? You’re going there? You, a white dude, are actually calling me, a black woman, racist?? RT 7 L 89 Dennster @true_earth_matters How do you know I’m white? RT 0 L 65 Mekell King @pointymekell You are, though, aren’t you? RT 1 L 75 Dennster blocked Mekell King

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The cluster was oriented so that it was pointing toward the sun; that way, boiloff of the cryogenic propellants inside the tanks was reduced. Shadows of struts and attitude thrusters lay long against the sunlit white-and-silver bellies of the fuel tanks. The booster’s underside was illuminated only by the soft blue and green of Earthlight. She could see the great flaps of the cluster’s solar panels, folded up against the sides of the MS-IVB stage like wings; the panels would be unfurled when Ares was safely launched on its trajectory to Mars. There was the bold red UNITED STATES stenciled against the side of the MS-II, and the finer lettering along the long thin protective flaps masking the solar panels, and the NASA logo; and she could make out the support struts and attachment pins which held the External Tanks in place against the flanks of the MS-II, and the gold-gleaming mouths of the MS-II’s four J-2S engines, upgrades of the engines which had pushed Apollo to the Moon. To assemble this much mass in Earth orbit had taken all of nine Saturn VB flights over the last five years—half of them manned. The booster stages and their tanks had been flown up and assembled more or less empty, and then pumped full of gas from tanker modules. The cluster was an exercise in enhanced Apollo-Saturn technology, of course, and the essence of its design went all the way back to the 1960s. But NASA had had to develop a raft of new techniques to achieve it: the assembly in orbit of heavy components, the long-term storage of supercold fuels, in-orbit fueling.

Consider this: in February of 1966, the Soviet Union soft-landed a space probe on the moon. Humanity has been launching programs ever since. NASA launched Voyager 1 in September of 1977. In 2012 it became the first satellite to reach interstellar space. At some point, Voyager will fall into the gravity well of a planet, or asteroid, or even another planet’s moon. Possibly a black hole. The point is that it will crash somewhere—maybe on a place like our moon, but orbiting another planet, very far away.” Yuri smiled. “And if that’s true, then why has it not happened here—on our moon, which is over four and a half billion years old? The greatest mystery in the world is why our moon isn’t covered with space junk.” “Space junk?” “Interstellar probes—like Voyager 1—from other sentient species across the universe, launched long before we evolved, launched long before there was even life on our world.

Book Descriptions: Amazon Rainforest Magic: The Adventures of Namowë, a Yanomami Boy, Volume 1 The magic of the Amazon rainforest enchanted artist Barbara Crane Navarro as she spent the winter months with the Yanomami communities in Venezuela and Brazil over a period of twelve years and inspired her to write her children's book series. The vividly illustrated stories in this series evoke daily life in the rainforest and the magical quality of the Yanomami's relation to the plants and animals around them. The first book, "Amazon Rainforest Magic: The Adventures of Namowë, a Yanomami Boy", recounts the journey of Namowë, a thirteen year old Yanomami boy living in the rainforest, as he seeks a cure for his baby sister. Amazon Rainforest Magic: The Adventures of Meromi, a Yanomami Girl, Volume 2 The second volume recounts the surprising voyage of Meromi, a 9 year old Yanomami girl who is swept into an unexpected adventure in the rivers and jungles of the Amazon. With the help of improvised allies, she seeks a way to discourage intruders and make them leave the forest. Aspects of traditional Yanomami life in the Rainforest are woven into the fanciful story. The author’s enchanting illustrations transform readers into fellow travelers on Meromi’s magical quest.

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

Future destinations in our solar system neighborhood include potential probe missions to a few moons of Jupiter, Saturn, and Neptune -- mainly by virtue of them being possible candidates for life, with their large oceans buried beneath icy crusts, plus intense volcanic activity. But getting humans to explore these possibly habitable worlds is a big issue in space travel. The record for the fastest-ever human spaceflight was set by the Apollo 10 crew as they gravita­tionally slingshotted around the Moon on their way back to Earth in May 1969. They hit a top speed of 39,897 kilo­meters per hour (24,791 miles per hour); at that speed you could make it from New York to Sydney and back in under one hour. Although that sounds fast, we've since recorded un-crewed space probes reaching much higher speeds, with the crown currently held by NASA's Juno probe, which, when it entered orbit around Jupiter, was traveling at 266,000 kilometers per hour (165,000 miles per hour). To put this into perspective, it took the Apollo 10 mission four days to reach the Moon; Opportunity took eight months to get to Mars; and Juno took five years to reach Jupiter. The distances in our solar system with our current spaceflight technology make planning for long-term crewed explora­tion missions extremely difficult." "So, will we ever explore beyond the edge of the solar system itself? The NASA Voyager 1 and 2 spacecraft were launched back in 1977 with extended flyby missions to the outer gas giant planets of Jupiter and Saturn. Voyager 2 even had flyby encounters with Uranus and Neptune -- it's the only probe ever to have visited these two planets. "The detailed images you see of Uranus and Neptune were all taken by Voyager 2. Its final flyby of Neptune was in October 1989, and since then, it has been traveling ever farther from the Sun, to the far reaches of the solar sys­tem, communicating the properties of the space around it with Earth the entire time. In February 2019, Voyager 2 reported a massive drop off in the number of solar wind particles it was detecting and a huge jump in cosmic ray particles from outer space. At that point, it had finally left the solar system, forty-one years and five months after being launched from Earth. "Voyager 1 was the first craft to leave the solar system in August 2012, and it is now the most distant synthetic object from Earth at roughly 21.5 billion kilometers (13.5 billion miles) away. Voyager 2 is ever so slightly closer to us at 18 billion kilometers (11 billion miles) away. Although we may ultimately lose contact with the Voyager probes, they will continue to move ever farther away from the Sun with nothing to slow them down or impede them. For this reason, both Voyager crafts carry a recording of sounds from Earth, including greetings in fifty-five differ­ent languages, music styles from around the world, and sounds from nature -- just in case intelligent life forms happen upon the probes in the far distant future when the future of humanity is unknown.

Space telescopes have smaller mirrors than ground-based telescopes, but they do not suffer the obscuring effect of the atmosphere. For infrared astronomy, this has been transformative. The launch of the Infrared Astronomical Satellite (IRAS) space telescope in 1983 opened up the full sky to full-spectrum infrared astronomy, but it was the Spitzer space telescope, launched in 2003, that in a voyage of discovery lasting nearly two decades really opened the floodgates. Spitzer surveys have mapped 90% of the star-forming regions within 1,600 light years, yielding infrared spectra of over 2,000 young stellar objects. It is because of Spitzer that we know young stars almost invariably are surrounded by dusty disks when they first become visible a mere half million years into their existence. These disks typically extend out to at least 10 au from the star, and exhibit a hot inner disk without any evidence of a hole cleared out near the star.

Let's imagine we're standing together on the launch pad at NASA's Cape Canaveral facility near Orlando, and staring up at the stars together. As I write this, the last constellation above the horizon is Centaurus. The centaur's front head is a bright star. In fact, it's three stars—a pair called Alpha Centauri A and B, and, dimmest of the trio, Proxima Centauri. Here, look through this telescope. See? You can tell them apart. But what we can't see is that there is, in fact, a planet circling the faint light of Proxima Centauri. Man, I wish we could see it. Because that planet, Proxima Centauri b, is the nearest known exoplanet to Earth. [...] If we were to board a spacecraft and ride it from the outer edge of our atmosphere all the way to Proxima Centauri b, you and I, who boarded the ship fit and trim, chosen as we were from billions of applicants, would die before the voyage reached even 1/100th of the intervening distance. [...] At a speed of 20,000 miles per hour—the speed of our top-performing modern rockets—4.2 light years translates to more than 130,000 years of space travel. [...] So how will we ever get there? A generation ship. [...] the general notion is this: get enough human beings onto a ship, with adequate genetic diversity among us, that we and our fellow passengers cohabitate as a village, reproducing and raising families who go on to mourn you and me and raise new of their own, until, thousands of years after our ship leaves Earth's gravity, the distant descendants of the crew that left Earth finally break through the atmosphere of our new home. [...] A generation ship is every sociological and psychological challenge of modern life squashed into a microcosmic tube of survival and amplified—generation after generation. [...] The idea of a generation ship felt like a pointless fantasy when I first encountered it. But as I've spent the last few years speaking with technologists, academics, and policy makers about the hidden dangers of building systems that could reprogram our behavior now and for generations to come, I realized that the generation ship is real. We're on board it right now. On this planet, our own generation ship, we were once passengers. But now, without any training, we're at the helm. We have built lives for ourselves on this planet that extend far beyond our natural place in this world. And now we are on the verge of reprogramming not only the planet, but one another, for efficiency and profit. We are turning systems loose on the decks of the ship that will fundamentally reshape the behavior of everyone on board, such that they will pass those behaviors on to their progeny, and they might not even realize what they've done. This pattern will repeat itself, and play out over generations in a behavioral and technological cycle.

When the next boat forward, Lifeboat 5, was being swung out, Third Officer Herbert Pitman noted how easily the davits worked compared to the older ones he had used on other ships. Thirty-four-year-old “Bert” Pitman, a farmer’s son from Somerset, had been working on ships since he was eighteen. The Titanic’s new Welin davits were indeed state-of-the-art and were actually equipped to carry more than the one boat each held. But outdated British Board of Trade regulations required a ship the size of the Titanic, which could accommodate 3,511 people, to have only sixteen lifeboats, for a maximum of 962 passengers. White Star had actually exceeded the regulations by including four Engelhardt boats with collapsible canvas sides, making room for a total of 1,178. Yet even if all of the Titanic’s boats had been filled to capacity, there would only have been places for slightly more than half of the 2,209 on board. No one had imagined a situation where such a watertight ship would need to be wholly evacuated before help could arrive.

It was now just after 1:30 a.m. Ten of the Titanic’s sixteen regular lifeboats had departed, carrying approximately 330 people—only a fraction of the 2,209 on board. To the passengers still on deck, the downward slope toward the bow was now very apparent. Yet many of them, the first-class men in particular, still believed that the ship would last till morning and that help would arrive

Yet there were, in fact, nearly two hundred women and children still on board the Titanic. More than half of them were waiting in the third-class public rooms and corridors or on the decks near the stern. At 1:30 a.m. the gates on the stairs up from third class had been opened for women but many had chosen to remain with their men. Father Thomas Byles circulated among the third-class passengers, hearing confessions and reciting the rosary with them. At 2:00 a.m. the gates were opened for third-class men as well as women, and many more steerage passengers soon crowded the boat deck. As he began loading Collapsible D on the port side, Lightoller was forced to pull his revolver to clear a crowd of what he called “dagoes” out of the boat. He then formed a cordon of crewmen to prevent a rush on the boat. As small knots of steerage women were escorted across the deck toward the last boat, there were still a few women from first class on board as well. Archibald Gracie was shocked to see Caroline Brown and Edith Evans standing by the starboard railing. He had escorted Evans and the three Lamson sisters to the staircase landing below the boat deck over an hour ago and had then gone in search of his other “unprotected” ward, Helen Candee, but discovered that she had already gone up on deck. Caroline Brown began to explain to Gracie how they had become separated from the others, but he and Jim Smith simply hustled them both toward the ring of men surrounding Collapsible D. Once they were let through, Edith Evans said to Caroline Brown, “You go first. You are married and have children.” Brown was then lifted into the lifeboat, but when Evans went to follow, she was unable to clamber over the railing in her tapered skirt. “Never mind,” she called out to Brown, “I will go on a later boat,” and turned and hurried away down the deck. Evans had earlier told Archibald Gracie that she had been told by a fortune-teller to beware of water and that she now knew she would be drowned. Gracie had dismissed this as superstition but Edith Evans would become one of only four women from first class to perish.

1. Consider your story materials as presently imagined. Look for and identify, in terms of days, weeks or months, that briefer period of time when “the big stuff happens.” Plan to eliminate virtually everything else. 2. Think hard about your most major character and what makes him tick – what his self-concept is, and what kind of life he has built to protect and enhance it. (Make sure that this character is the type who will struggle if threatened. Wimps won’t form a story goal or strive toward it.) 3. Identify or create a dramatic situation or event which will present your character (and your reader) with the significant, threatening moment of change. 4. Plan your plot so that your novel will open with this event. 5. Decide what intention or goal your most significant character will select to try to fix things after the threatening opening change. Note what story question this goal will put in the reader’s mind. 6. Devise the start of a plan formulated by your most significant character as he sets out to make things right again. 7. Figure out how much later – and where and how – the story question finally will be answered. You should strive to know this resolution before you start writing. Granted, the precise time and even the place and details of the outcome may be changed by how your story works out in the first draft. But – even recognizing that your plan for the resolution may change later – you should have more than a vague idea when you begin. (To use a somewhat farfetched example, a ship captain might begin a voyage planning to unload his cargo in faraway England; war or weather en route might finally dictate that he would unload in France; but if he had set sail with no idea of his cargo and no idea of an intended destination or route, he might have wound up in Africa … or the North Sea … or sailing aimlessly and endlessly until he ran out of fuel – or sank. A novelist, like a ship captain, should have a good idea of where he plans to end up.) 8. Plan to make the start and end as close together in time as you can, and still have room for a minimum of 50,000 words of dramatic development.

In The Box, a history of the container, the economist Marc Levinson describes a 1954 voyage on a typical cargo ship, SS Warrior. It carried 74,903 cases, 71,726 cartons, 24,036 bags, 10,671 boxes, 2,880 bundles, 2,877 packages, 2,634 pieces, 1,538 drums, 888 cans, 815 barrels, 53 wheeled vehicles, 21 crates, 10 transporters, 5 reels, and 1,525 undetermined items. A total of 194,582 pieces, all of which had to be loaded and unloaded by hand. The total weight came to just over five thousand tons of cargo and would have taken weeks to move. Kendal can unload and load several thousand boxes in less than twenty-four hours.

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