Women In Maritime Quotes

Gnarled olive trees covered the hills with their dusky foliage, fruit hung golden in the orchard, and great scarlet anemones fringed the roadside, while beyond green slopes and craggy heights, the Maritime Alps rose sharp and white against the blue Italian sky.

The fugitives would either move on into Canada or integrate themselves in the Beacon Hill community.” “Something else I never knew.” “It was a maritime escape route. Many fugitives found freedom that way.

On June 15, 1904, an annual gala was held on the passenger ship as it steamed up the East River, with about 1,400 people from St. Mark’s Evangelical Lutheran Church. Consisting mostly of German immigrants, the boat was packed with women and children, and when a small fire started on the ship shortly after the trip began, faulty equipment was unable to put it out or stop it from spreading. On top of that, the lifeboats were tied up and the crew, which never conducted emergency drills, was unprepared for a potential disaster. When parents put life preservers on their children and then had them enter the water, they soon learned that the life preservers were also faulty and didn’t float. As the disaster unfolded, over 1,000 passengers burned to death or drowned, many swept under the water by the East River’s current and weighed down by heavy wool clothing. Few people on board knew how to swim, exacerbating the situation, and eventually the overcrowded decks began to collapse, crushing some unfortunate victims. In the end, the General Slocum sank in shallow water while hundreds of corpses drifted ashore, and the fallout was immediate. The captain was indicted for criminal negligence and manslaughter, and the ship’s owner was also charged. While the captain would receive a 10 year sentence, the company in charge of the General Slocum got off with a light fine. In a somewhat fitting postscript, the ship was salvaged and converted into a barge, only to sink once again during a heavy storm in 1911.

WOMEN AND CHILDREN.” STILL? You’re on the Titanic II. It has just hit an iceberg and is sinking. And, as last time, there are not enough lifeboats. The captain shouts, “Women and children first!” But this time, another voice is heard: “Why women?” Why, indeed? Part of the charm of the cosmically successful movie Titanic is the period costume, period extravagance, period class prejudice. An audience can enjoy these at a distance. Oddly, however, of all the period mores in the film, the old maritime tradition of “women and children first” enjoys total acceptance by modern audiences. Listen to the booing and hissing at the on-screen heavies who try to sneak on with—or ahead of—the ladies. But is not grouping women with children a raging anachronism? Should not any self-respecting modern person, let alone feminist, object to it as patronizing and demeaning to women? Yet its usage is as common today as it was in 1912. Consider these examples taken almost at random from recent newspapers: Dateline Mexico:

Hitherto, we have been told that our navy was the glory of the country, and that our maritime commerce and extensive manufactures were the mainstays of the realm. We have also been told that the land has its share in our greatness, and should be justly considered as the pride and glory of England. The Bank, also, has put in its claim to share in this praise, and has stated that public credit is due to it; but now, a most surprising discovery has been made, namely, that our superiority over other nations is owing to 300,00 little girls in Lancashire.

With this wealth came arrogance-and resentment. "They came," said a Byzantine chronicler, "in swarms and tribes, exchanging their city for Constantinople, whence they spread out across the empire." The tone of these remarks speaks a familiar language of xenophobia and economic fear of the immigrant. The upstart Italians, with their hats and their beardless faces, stood out sharply, both in manner and appearance, in the city streets. The charges leveled against the Venetians were many: they acted like citizens of a foreign power rather than loyal subjects of the empire; they were fanning out from their allotted quarter and were buying properties across the city; they cohabited with or married Greek women and led them away from the Orthodox faith; they stole the relics of saints; they were wealthy, arrogant, unruly, boorish, out of control. "Morally dissolute, vulgar ... untrustworthy, with all the gross characteristics of seafaring people," spluttered another Byzantine writer. A bishop of Salonika called them "marsh frogs." The Venetians were becoming increasingly unpopular in the Byzantine Empire, and they seemed to be everywhere. In the larger geopolitics of the twelfth century, the relationship between the Byzantines and their errant subjects was marked by ever more violent oscillations between the poles of love and hate: The Venetians were insufferable but indispensable. The Byzantines, who complacently still saw themselves as the center of the world, and for whom landownership was more glorious than vulgar commerce, had given away their trade to the lagoon dwellers and allowed their navy to decline; they became increasingly dependent on Venice for maritime defense.

1.​Textile production produces an estimated 1.2 billion tonnes of CO2e per year, which is more than international flights and maritime shipping combined.47 2.​The average person buys 60 per cent more items of clothing than they did just fifteen years ago, and keeps them for about half as long.48 3.​By 2030, global clothing consumption is projected to rise by 63 per cent, from 62 million tonnes to 102 million tonnes. That’s equivalent to more than 500 billion extra T-shirts.49 4.​By 2050, the equivalent of almost three earths could be required to provide the natural resources it would take to sustain our current lifestyles.50 5.​A polyester shirt has more than double the carbon footprint of a cotton shirt.51 And yet the cotton needed to make a single T-shirt can take 2,700 litres of water to grow – that’s enough drinking water to last a person three years.52 6.​At its current rate, the fashion industry is projected to use 35 per cent more land to grow fibres by 2030. That’s an extra 115 million hectares of land that could otherwise be used to grow food, or left to protect biodiversity.53 7.​Approximately 80 per cent of workers in the global garment industry are women aged 18–35.54 But only 12.5 per cent of clothing companies have a female CEO.55 8.​Among seventy-one leading retailers in the UK, 77 per cent believe there is a likelihood of modern slavery (forced labour) occurring at some stage in their supply chains.56 9.​More than 90 per cent of workers in the global garment industry have no possibility of negotiating their wages and conditions.57 10.​Increasing the price of a garment in the shop by 1 per cent could be enough to pay the workers who made it a living wage.58

The original flagship for the company was the MS City of New York, commanded by Captain George T. Sullivan, On March 29, 1942, she was attacked off the coast of Cape Hatteras, North Carolina, by the German submarine U-160. The torpedo struck the MS City of New York at the waterline under the ship’s bridge, instantly disabling her. After allowing the survivors to get into lifeboats the submarine sunk the ship. Almost two days after the attack, a destroyer, the USS Roper, rescued 70 survivors, of which 69 survived. An additional 29 others were picked up by USS Acushnet, formerly a seagoing tugboat and revenue cutter, operated by the U.S. Coast Guard. All these survivors were taken to the Naval Base in Norfolk, Virginia. Almost two weeks later, on April 11, 1942, a U.S. Army bomber on its way to Europe spotted a lifeboat drifting in the Gulf Stream. The boat contained six passengers: four women, one man and a young girl plus thirteen crew members. Tragically two of the women died of exposure. The eleven survivors picked up by the U.S. Coast Guard Cutter CG-455 and were brought to Lewes, Delaware. The final count showed that seven passengers died as well as one armed guard and sixteen crewmen. Photo Caption: the MS City of New York Hot books by Captain Hank Bracker available at Amazon.com “Salty & Saucy Maine,” is a coming of age book that recounts Captain Hank Bracker’s formative years. “Salty & Saucy Maine – Sea Stories from Castine” tells many sea stories of Captain Hank’s years at Maine Maritime Academy and certainly demonstrates that life should be lived to the fullest! In 2020 it became the most talked about book Down East! “The Exciting Story of Cuba -Understanding Cuba’s Present by Knowing Its Past” ISBN-13: 978 1484809457. This multi-award winning history of Cuba is written in an easy-to-read style. Follow in the footsteps of the heroes, beautiful movie stars and sinister villains, who influenced the course of a country that is much bigger than its size! This book is on the shelf as a reference book at the American Embassy in Havana and most American Military and Maritime Academies.

The MS City of New York commanded by Captain George T. Sullivan, maintained a regular schedule between New York City and Cape Town, South Africa until the onset of World War II when on March 29, 1942 she was attacked off the coast of Cape Hatteras, North Carolina by the German submarine U-160 commanded by Kapitänleutnant Georg Lassen. The torpedo struck the MS City of New York at the waterline under the ship’s bridge instantly disabling her. Surfacing the U-boat circled the crippled ship making certain that all of the crew had a chance to abandon ship. In all four lifeboats were lowered holding 41 passengers, 70 crewmen and 13 officers. The armed guard stayed behind but considering the fate of those in the lifeboats did not fire on the submarine. At a distance of about 250 yards the submarine fired a round from her deck gun striking the hapless vessel on the starboard side at the waterline, by her number 4 hold. It took 20 minutes for the MS City of New York to sink stern first. The nine members of the armed guard waited until the water reached the ships after deck before jumping into the water. The following day, a U. S. Navy PBY Catalina aircraft was said to have searched the area without finding any survivors. Almost two days after the attack, a destroyer, the USS Roper rescued 70 survivors of which 69 survived. An additional 29 others were picked up by USS Acushnet, formally a seagoing tugboat and revenue cutter, now operated by the U.S. Coast Guard. All of the survivors were taken to the U.S. Naval Base in Norfolk, Virginia. Almost two weeks later, on 11 April, a U.S. Army bomber on its way to Europe, located the forth boat at 38°40N/73°00W having been carried far off shore by the Gulf Stream. The lifeboat contained six passengers, four women, one man and a young girl plus 13 crew members. Two of the women died of exposure. The eleven survivors and two bodies (the mother of the child and the armed guard) were picked up by the U.S. Coast Guard Cutter CG-455 and were brought to Lewes, Delaware. The final count showed that seven passengers, one armed guard and 16 crewmen died.