Les anglonautes

About | Search | Grammar | Vocapedia | Learning | News podcasts | Videos | History | Arts | Science | Translate and listen

 Previous Home Up Next


Vocapedia > Transport > Boat, Ship





Aboard One of the Biggest Container Ships in the World        Video        The New York Times        6 October 2014


In the chess match that has global powers

looking for new ways to move goods around the world,

the Mary Maersk and nine other sister ships

are the biggest pieces.


Produced by: Erik Olsen

Read the story here: http://nyti.ms/1rIt2Sf

Watch more videos at: http://nytimes.com/video





















Getting there is half the fun!

Collection: Ad*Access

Company: Cunard White Star Line

Product: relaxing atmosphere

Publication: New Yorker

Publication Type: Magazine

Year: 1952

Number of Pages: 1

Transcription: © Cunard White Star Limited, 1999

Subject: Transportation--Ships


Item Number: T3486


Duke University


















Mike Roper        Fran Matera        18 December 2004































sea trade        USA






go through stormy seas





heavy seas





take to the seas





Photographer Alan Villiers (1903-1982)

chronicles the last days of merchant sailing






























rope        USA






sail        USA







sail        USA






Hokule'a, a Hawaiian double-hulled sailing canoe        USA






canoeing        UK






set sail for N





set sail through N






set off
















coast        USA


























merchant marine vessel





ship        USA






container ship        UK






cruise ship        UK








cruise industry        UK






slave ship > schooner > Clotilda, The Last American Slave Ship        USA







supership > S.S. United States        USA






USA > hospital ship > The Mercy        UK


The Mercy is one of two supertankers

the navy converted to a floating hospital.


























cargo ship > mega-container chips        USA










654-foot ship





warship, warships





warship > USS Constitution        USA


The Constitution was named

by President George Washington

and won three major battles

during the War of 1812,

where it earned its famous nickname,

"Old Ironsides."



a British sailor shouted "Huzza!

Her sides are made of iron!"

after cannonballs

bounced off the ship

during the war.


The ship was retired

from active military service in 1855,

according to History.com.











icebreaking ship        USA







propeller-driven ship





New York Times slideshow

Where the Bones of Ships Are Laid to Rest        2012        USA










whaling ship / whaler        USA


Industry (...) was built in 1815

and capsized in a storm on May 26, 1836.










The Essex

was an American whaleship

from Nantucket, Massachusetts.


The ship,

captained by George Pollard, Jr.,

was widely known for being attacked

and sunk by a sperm whale

in the southern Pacific Ocean in 1820

– an incident that served as inspiration

for Herman Melville's 1851 novel,








naval vessel





ferry        USA


















port        USA

















lie moored at N





crew        UK







stranded at sea        UK






shipyard        UK











harbour (Br) / harbor (Am)        USA






boat        UK






lobster boat        USA






small motorised boat











boat > Patrick Harris, the Boat Dweller        USA


Known as Captain Pat, Mr. Harris, 58,

lives on a 1920s sailboat and makes his living

giving tours of New York Harbor.











steer        USA











tug        UK






tug boat > tow        USA











drop anchor





off the coast















cast off















harbor area










at the marina










dock slip














trawler        USA






Boston Globe > Big Picture > Last of the Trawler Men        USA        April 5, 2013


Reuters photographer, Dylan Martinez,

recently spent a few days

in the once-busy fishing port of Whitby.


Now just 200 people are employed in fishing;

the fleet is down to only a few boats.


Things aren't looking good for Locker

- one of the last remaining trawler men in the area.


A combination of crippling fishing quotas,

climate change and overfishing

has all but crushed the local fishing industry.


Global warming

has expanded fish habitats northward,

causing fish stocks to sometimes disappear

for weeks on end.


Boats return from sea with largely empty nets,

and the atmosphere, dour.


Often schools of fish

then reappear unpredictably,

resulting in bumper catches and jubilation

- then E.U. quotas take effect

and force fishermen to dump excess catch

in the sea to avoid hefty E.U. fines.


This scenario is echoed

in other historic fishing areas

across the globe, including New England.
























super yacht / superyacht        UK














megayachts / colossal cruisers        USA







cruise        UK









cruise ship        UK








cruise ship        USA








a 2,000-passenger cruise ship





cabin cruiser        UK






adventure cruising










maiden voyage        USA































dinghy        UK








lower a dinghy





get ashore










sail single-handedly around the world non-stop










old salt










an 160,000 gross ton vessel










passenger ship





scofflaw ship > stowaway        USA






ocean liner        UK






liner  / ocean liner      USA








luxury liner        USA






luxurious fittings





Queen Mary 2





set a new record for the Atlantic crossing















bow        UK


































engine room








hull        UK










double bottom  ≠  double hull





steel sheath










port side





starboard side





the ship's starboard





luxury liner















Cutty Sark


the world's last remaining tea clipper

and one of Britain's most important maritime treasures        UK



































barge        USA

















off Trevose Head





off the Alaska coast





off Norfolk
















Suez Canal        UK / USA


The 120-mile-long artificial waterway

known as the Suez Canal

has been a potential flash point

for geopolitical conflict

since it opened in 1869.




Where is the Suez Canal?


The canal is in Egypt,

connecting Port Said

on the Mediterranean Sea

to the Indian Ocean

via the Egyptian city of Suez

on the Red Sea.


The passage enables more direct shipping

between Europe and Asia,

eliminating the need to circumnavigate Africa

and cutting voyage times by days or weeks.


The canal

is the world’s longest without locks,

which connect bodies of water

at differing altitudes.


With no locks to interrupt traffic,

the transit time from end to end

averages about 13 to 15 hours,

according to a description of the canal

by GlobalSecurity.org.




Who built the Suez Canal and when?


The canal,

originally owned

by French investors,

was conceived when Egypt

was under the control

of the Ottoman Empire

in the mid-19th century.


Construction began

at the Port Said end in early 1859,

the excavation took 10 years,

and the project required

an estimated 1.5 million workers.


According to the Suez Canal Authority,

the Egyptian government agency

that operates the waterway,

20,000 peasants were drafted

every 10 months

to help construct the project

with “excruciating and poorly

compensated labor.”


Many workers died of cholera

and other diseases.


Political tumult in Egypt

against the colonial powers

of Britain and France

slowed progress on the canal,

and the final cost was roughly double

the initial $50 million projected.




Which country controls the canal now?


The British powers

that controlled the canal

through the first two world wars

withdrew forces there in 1956

after years of negotiations with Egypt,

effectively relinquishing authorit

 to the Egyptian government

led by President Gamal Abdel Nasser.




































Ernest Shackleton’s ship, Endurance,

trapped in ice in the Weddell Sea in 1915.



Frank Hurley/Scott Polar Research Institute, University of Cambridge,

via Getty Images


A Search Begins for the Wreck Behind an Epic Tale of Survival

Ernest Shackleton’s ship Endurance was crushed by Antarctic ice in 1915.

Now, a team of researchers is heading to the Weddell Sea where it went down.


Feb. 4, 2022

















one of the most revered ships

in the history of polar exploration,

Ernest Shackleton’s Endurance, (...)  sank in 1915.        USA












underwater drones        USA










Captain Robert Scott's

Terra Nova expedition of 1910-1914        UK












Peary Discovers the North Pole After Eight Trials in 23 Years

Notifies The New York Times That He Reached it on April 6, 1909        USA


big/0406.html - broken link










Corpus of news articles


Transport > Boat, Ship




John Fairfax,

Who Rowed Across Oceans,

Dies at 74


February 18, 2012

The New York Times



He crossed the Atlantic because it was there, and the Pacific because it was also there.

He made both crossings in a rowboat because it, too, was there, and because the lure of sea, spray and sinew, and the history-making chance to traverse two oceans without steam or sail, proved irresistible.

In 1969, after six months alone on the Atlantic battling storms, sharks and encroaching madness, John Fairfax, who died this month at 74, became the first lone oarsman in recorded history to traverse any ocean.

In 1972, he and his girlfriend, Sylvia Cook, sharing a boat, became the first people to row across the Pacific, a yearlong ordeal during which their craft was thought lost. (The couple survived the voyage, and so, for quite some time, did their romance.)

Both journeys were the subject of fevered coverage by the news media. They inspired two memoirs by Mr. Fairfax, “Britannia: Rowing Alone Across the Atlantic” and, with Ms. Cook, “Oars Across the Pacific,” both published in the early 1970s.

Mr. Fairfax died on Feb. 8 at his home in Henderson, Nev., near Las Vegas. The apparent cause was a heart attack, said his wife, Tiffany. A professional astrologer, she is his only immediate survivor. Ms. Cook, who became an upholsterer and spent the rest of her life quietly on dry land (though she remained a close friend of Mr. Fairfax), lives outside London.

For all its bravura, Mr. Fairfax’s seafaring almost pales beside his earlier ventures. Footloose and handsome, he was a flesh-and-blood character out of Graham Greene, with more than a dash of Hemingway and Ian Fleming shaken in.

At 9, he settled a dispute with a pistol. At 13, he lit out for the Amazon jungle.

At 20, he attempted suicide-by-jaguar. Afterward he was apprenticed to a pirate. To please his mother, who did not take kindly to his being a pirate, he briefly managed a mink farm, one of the few truly dull entries on his otherwise crackling résumé, which lately included a career as a professional gambler.

Mr. Fairfax was among the last avatars of a centuries-old figure: the lone-wolf explorer, whose exploits are conceived to satisfy few but himself. His was a solitary, contemplative art that has been all but lost amid the contrived derring-do of adventure-based reality television.

The only child of an English father and a Bulgarian mother, John Fairfax was born on May 21, 1937, in Rome, where his mother had family; he scarcely knew his father, who worked in London for the BBC.

Seeking to give her son structure, his mother enrolled him at 6 in the Italian Boy Scouts. It was there, Mr. Fairfax said, that he acquired his love of nature — and his determination to bend it to his will.

On a camping trip when he was 9, John concluded a fight with another boy by filching the scoutmaster’s pistol and shooting up the campsite. No one was injured, but his scouting career was over.

His parents’ marriage dissolved soon afterward, and he moved with his mother to Buenos Aires. A bright, impassioned dreamer, he devoured tales of adventure, including an account of the voyage of Frank Samuelsen and George Harbo, Norwegians who in 1896 were the first to row across the Atlantic. John vowed that he would one day make the crossing alone.

At 13, in thrall to Tarzan, he ran away from home to live in the jungle. He survived there as a trapper with the aid of local peasants, returning to town periodically to sell the jaguar and ocelot skins he had collected.

He later studied literature and philosophy at a university in Buenos Aires and at 20, despondent over a failed love affair, resolved to kill himself by letting a jaguar attack him. When the planned confrontation ensued, however, reason prevailed — as did the gun he had with him.

In Panama, he met a pirate, applied for a job as a pirate’s apprentice and was taken on. He spent three years smuggling guns, liquor and cigarettes around the world, becoming captain of one of his boss’s boats, work that gave him superb navigational skills.

When piracy lost its luster, he gave his boss the slip and fetched up in 1960s London, at loose ends. He revived his boyhood dream of crossing the ocean and, since his pirate duties had entailed no rowing, he began to train.

He rowed daily on the Serpentine, the lake in Hyde Park. Barely more than half a mile long, it was about one eight-thousandth the width of the Atlantic, but it would do.

On Jan. 20, 1969, Mr. Fairfax pushed off from the Canary Islands, bound for Florida. His 22-foot craft, the Britannia, was the Rolls-Royce of rowboats: made of mahogany, it had been created for the voyage by the eminent English boat designer Uffa Fox. It was self-righting, self-bailing and partly covered.

Aboard were provisions (Spam, oatmeal, brandy); water; and a temperamental radio. There was no support boat and no chase plane — only Mr. Fairfax and the sea. He caught fish and sometimes boarded passing ships to cadge food, water and showers.

The long, empty days spawned a temporary madness. Desperate for female company, he talked ardently to the planet Venus.

On July 19, 1969 — Day 180 — Mr. Fairfax, tanned, tired and about 20 pounds lighter, made landfall at Hollywood, Fla. “This is bloody stupid,” he said as he came ashore. Two years later, he was at it again.

This time Ms. Cook, a secretary and competitive rower he had met in London, was aboard. Their new boat, the Britannia II, also a Fox design, was about 36 feet long, large enough for two though still little more than a toy on the Pacific.

“He’s always been a gambler,” Ms. Cook, 73, recalled by telephone on Wednesday. “He was going to the casino every night when I met him — it was craps in those days. And at the end of the day, adventures are a kind of gamble, aren’t they?”

Their crossing, from San Francisco to Hayman Island, Australia, took 361 days — from April 26, 1971, to April 22, 1972 — and was an 8,000-mile cornucopia of disaster.

“It was very, very rough, and our rudder got snapped clean off,” Ms. Cook said. “We were frequently swamped, and at night you didn’t know if the boat was the right way up or the wrong way up.”

Mr. Fairfax was bitten on the arm by a shark, and he and Ms. Cook became trapped in a cyclone, lashing themselves to the boat until it subsided. Unreachable by radio for a time, they were presumed lost.

For all that, Ms. Cook said, there were abundant pleasures. “The nights not too hot, sunny days when you could just row,” she recalled. “You just hear the clunking of the rowlocks, and you stop rowing and hear little splashings of the sea.”

Mr. Fairfax was often asked why he chose a rowboat to beard two roiling oceans. “Almost anybody with a little bit of know-how can sail,” he said in a profile on the Web site of the Ocean Rowing Society International, which adjudicates ocean rowing records. “I’m after a battle with nature, primitive and raw.”

Such battles are a young man’s game. With Ms. Cook, Mr. Fairfax went back to the Pacific in the mid-’70s to try to salvage a cache of lead ingots from a downed ship they had spied on their crossing. But the plan proved unworkable, and he never returned to sea.

In recent years, Mr. Fairfax made his living playing baccarat, the card game also favored by James Bond.

Baccarat is equal parts skill and chance. It lets the player wield consummate mastery while consigning him simultaneously to the caprices of fate.

John Fairfax, Who Rowed Across Oceans, Dies at 74,






Silver Treasure,

Worth $18 Million,

Found in North Atlantic


October 10, 2011
The New York Times


Sea explorers announced Monday the discovery of a new sunken treasure that they plan to retrieve from the bottom of the North Atlantic.

Off Ireland in 1917, a German torpedo sank the British steam ship Mantola, sending the vessel and its cargo of an estimated 20 tons of silver to the seabed more than a mile down. At today’s prices, the metal would be worth about $18 million.

Odyssey Marine Exploration, based in Tampa, Fla., said it had visually confirmed the identity of the Mantola with a tethered robot last month during an expedition and had been contracted by the British Department for Transport (a successor to the Ministry of War Transport) to retrieve the lost riches.

In recent years, cash-strapped governments have started looking to lost cargoes as a way to raise money. They do so because the latest generation of robots, lights, cameras and claws can withstand the deep’s crushing pressures and have opened up a new world of shipwreck recovery.

“A lot of new and interesting opportunities are presenting themselves,” said Greg Stemm, the chief executive of Odyssey. The new finding, he added, is the company’s second discovery of a deep-ocean wreck for the British government this year.

In such arrangements, private companies put their own money at risk in costly expeditions and split any profits. In this case, Odyssey is to get 80 percent of the silver’s value and the British government 20 percent. It plans to attempt the recovery this spring, along with that of its previous find.

Last month, Odyssey announced its discovery of the British steam ship Gairsoppa off Ireland and estimated its cargo at up to 240 tons of silver — a trove worth more than $200 million. The Gairsoppa was torpedoed in 1941.

Both ships had been owned by the British Indian Steam Navigation Company and both were found by Odyssey during expeditions in the past few months. Odyssey said that the Mantola’s sinking in 1917 had prompted the British government to pay out an insurance claim on about 600,000 troy ounces of silver, or more than 20 tons.

Mr. Stemm said the Mantola’s silver should make “a great target for testing some new technology” of deep-sea retrieval.

The Mantola was less than a year old when, on Feb. 4, 1917, she steamed out of London on her last voyage, bound for Calcutta. According to Odyssey, the ship carried 18 passengers, 165 crew members and diverse cargo. The captain was David James Chivas, the great-nephew of the Chivas Brothers, known for their Chivas Regal brand of Scotch whiskey.

Four days out of port, a German submarine fired a torpedo and the ship sank with minimal loss of life.

In an expedition last month, Odyssey lowered a tethered robot that positively identified the wreck. The evidence included the ship’s dimensions, its layout and a display of painted letters on the stern that fit the words “Mantola” and “Glasgow,” the ship’s home port.

Photographs show the hulk covered in rivulets of rust known as rusticles, which look like brownish icicles. One picture shows a large sea creature poised near the ship’s railing.

Silver Treasure, Worth $18 Million, Found in North Atlantic,
NYT, 10.10.2011,






Christmas Ship Begins Maiden Voyage


November 4, 2006
Filed at 7:07 a.m. ET
The New York Times


LONDON (AP) -- Groaning with gifts and larger than any sleigh, the world's biggest container ship docked in Britain Saturday on a maiden voyage to deliver thousands of tons of Christmas presents, decorations and food across the globe.

The MS Emma Maersk, which weighs 190,400 tons, set sail from Gothenburg, Sweden, in September, collecting and delivering festive supplies in Yantian, China, Hong Kong and Tanjung Pelepas, Malaysia.

Operated by a crew of 13, the vessel is the largest at sea -- a quarter-mile long, 200 feet high and powered by the biggest diesel engine ever built.

Among goods packed into 11,000 containers are 2 million Christmas decorations, 12,800 MP3 players, 33,000 cocktail shakers, 168 tons of New Zealand lamb, thousands of frozen chickens and 138,000 cans of cat food, said the owner, Danish shipping company Maersk Line.

Around 50,400 tons of goods were due to be unloaded Saturday at Felixstowe port, in southern England, before the ship sails to mainland Europe to deliver 8,000 containers of cargo.

The voyage is the ship's first from China to Europe and was specifically planned to deliver Christmas stocks to shopkeepers -- including a haul of electronic dinosaurs, radio-controlled cars, pinball machines and computers.

Maersk Line said the ship could travel about 200,000 miles every year -- the equivalent of seven and a half trips around the world.

Most of the goods have been produced in China, which last year exported $30.5 billion worth of goods to Britain, said Caroline Lucas, a European Parliament legislator with Britain's environmentalist Green Party.

That should make Britons think twice, Lucas said. ''People should see the ship as a little microcosm of all the major problems with world trade.''

''The thousands of tons of goods being delivered are items which once would have been produced in Britain and Europe, but which are now made in China, where exploitation of the labor market means we cannot compete on price,'' Lucas told The Associated Press.

The ship's two-month voyage also highlighted concerns about the environmental impact of transporting goods and food long distances, she said.

Christmas Ship Begins Maiden Voyage, NYT, 4.11.2006,






The New Megayachts:

Too Much of a Good Thing?


January 13, 2006
The New York Times


WHETHER it's providing a helicopter pad or installing jade-inlaid marble in the master bedroom, William S. Smith III has grown accustomed to satisfying every request from his custom-yacht customers - except when it comes to finding places where they can park their outsized boats.

Many megayachts have grown so big - sometimes as long as a football field - that their very size rules out docking at most marinas, which don't have large enough slips to accommodate them. To combat the crunch, Mr. Smith, vice president of Trinity Yachts in Gulfport, Miss., one of the top custom yacht builders in the world, has begun to design vessels based strictly on where the owners plan to take them.

"If an owner tells me he wants to be in St. Bart's on New Year's Eve, that means he can't build over 200 feet," Mr. Smith said. "If they tell us they want to do the Bahamas, which is relatively shallow, the boat can't have more than an eight-foot draft - no matter what size."

More and more, limitations like these are frustrating the growing megayacht crowd. In recent years, the production of these nautical behemoths, which range from 80 feet to more than 200 feet and can easily cost as much as $200 million, has been outpacing the availability of dockage long enough or deep enough to accommodate them.

There are an estimated 7,000 motor yachts over 80 feet long in use, said Jill Bobrow, editor in chief of ShowBoats International, a yachting magazine. That's up from about 4,000 a decade ago.

"Boats are getting bigger and bigger," Ms. Bobrow said. "It used to be that 200 feet was big. Now the largest boats are 400 feet." Contracts for motor yachts 150 feet and larger increased 15 percent, to 118 from 103, in 2005, according to ShowBoats International. Of those 118, 33 percent are more than 200 feet.

By contrast, there are roughly 440 marinas with berths big enough and water deep enough to accommodate vessels 100 feet or bigger, according to Superports, a British magazine that publishes an annual list of megayacht marinas. It is a problem that has vexed Ira and Audrey Kaufman ever since they built their dream boat, Gray Mist III, a 150-foot yacht fashioned after their home in Highland Park, Ill. - complete with antique furniture, a working fireplace and a dining table that seats 12 - about five years ago.

"Many places that we go to, you can't get in the marina because our draft is too deep," said Mr. Kaufman, 77, a senior managing director at Mesirow Financial. He ended up purchasing a dock slip at the Fisher Island Club, one of the few Miami-area marinas that can accommodate such a large boat. He estimates his dock slip would sell for about $7,000 a foot today. Most marinas have only a handful of slips for these large vessels. And because boating is seasonal - with owners typically heading to the Caribbean in the winter and the Mediterranean in the summer - megayachts are constantly competing for the same dock space.

"There's so few marinas now that you can get a boat in," Mr. Kaufman said. "There's not room." Without a spot at the dock, megayacht owners and their passengers are relegated to dropping anchor off the coast and lowering a dinghy to get ashore. But after spending untold millions on a yacht and used to getting the V.I.P. treatment everywhere else they go, most owners prefer not to do so.

"A lot of times, it's first come, first served," said Chris McChristian, who is working on his British captain's license and until recently worked as a pilot on a 107-foot yacht, the Anne-Marie, whose owner Mr. McChristian declined to identify. "If you get there and it's too tight, you'll go to a facility that's not as good or be at anchor somewhere having to commute in by tender. With owners, that's a very awkward position to be in." The megayachters, he added, "like to step on and off the boat."

But all that is about to change.

IN an effort to capitalize on the megadollars that megayachts can bring to a harbor area, coastal resorts around the globe are racing to build or retrofit their marinas to accommodate the colossal cruisers. Nowhere is the pursuit more pronounced than in the Caribbean, where there are still large chunks of undeveloped shores, and in Florida, where a real estate boom over the last few years has been fueling new waterfront developments.

From Miami to St. Thomas, new marinas with names like Super Yacht Harbor and Yacht Haven are being developed with berths for boats as long as 450 feet, roughly half the length of a 2,000-passenger cruise ship. To keep megayacht owners busy - not to mention spending - while their boats are parked at the marina, developers are surrounding their ports with high-end restaurants and retail shops. To entice yacht owners and their entourages to stay longer, they are also building luxury condominiums and five-star hotels.

As a result, a new real estate concept is beginning to emerge centered on the lifestyle of the boating elite. Island Capital Group in New York is transforming an existing port, Long Bay Harbor in St. Thomas, into a megayacht marina called Yacht Haven Grande with 48 slips averaging 120 feet in length. Twelve luxury condominiums, four waterfront restaurants, high-end shopping and a private yacht club around the 32-acre harbor are scheduled to open in the fall.

In Miami, Flagstone Property Group is designing Island Gardens, a $480 million development to be built on Watson Island, between downtown Miami and South Beach. Island Gardens will include a 50-slip Super-Yacht Harbor for vessels up to 450 feet, a Westin hotel and a Shangri-La Hotel, to open in 2008, offering round-the-clock butler service. Shangri-La will also manage 105 fractional-ownership residences on the site and CHI, a 20,000-square-foot spa.

Developers believe the megayachts will be an inherent attraction, drawing other visitors to the destination as well. "It's not only a place to visit for the megayacht owners, but also a great opportunity for people to enjoy viewing the megayachts," said Mehmet Bayraktar, chief executive of Flagstone Property Group. "That's how places like Monaco and Portofino became famous. People want to get close to that lifestyle."

Bigwig boaters who pull into these new marinas can expect white-glove treatment. Uniformed dockhands will greet owners upon arrival, help bring boats in and assist crews in obtaining provisions. The owner will be able to step off the boat for fine dining or for a massage. A concierge office will be available to arrange car services or sightseeing excursions.

Many port towns see these new developments as a way to increase the flow of high-end tourists and help their economies with new jobs and revenue from servicing the big boats that stop by - a 155-foot yacht can guzzle 16,000 gallons of gas at one fill up, for example - as well as pampering their owners. In 2002, the average expenditure of a megayacht visit to boatyards in Broward, Dade and Palm Beach Counties in Florida was $140,000, according to a report by Thomas J. Murray, a marine business specialist at the Virginia Institute of Marine Science at the College of William & Mary. The direct economic impact of megayacht repair and maintenance projects at local boatyards was an estimated $181.6 million.

Already, yacht owners and real estate investors are showing interest in the houses and condominiums being designed around the harbors. The first phase of construction at Cupecoy Yacht Club, a new marina development being built on St. Martin by the real estate arm of Orient-Express Hotels, is not expected to be finished until fall 2007. But 20 percent of its 169 planned condominiums sold within two months of the project's announcement last year. Sales included condominium units with one to four bedrooms and a penthouse for $1.3 million; the sales generated $23 million in revenue.

Chub Cay Marina & Resort, a private island in the Bahamas that is being redeveloped to expand a marina for megayachts, has sold roughly 75 percent of its new 57 colonial-style villas and has raised the prices to $1 million to $3 million, from the $850,000 to $2.5 million range it had been charging. On West Caicos, an 11-square-mile island in the Turks and Caicos where a new marina resembling an 18th-century seaside village is planned, 15 of 30 Ritz-Carlton-branded condominiums have been sold.

For the most part, because the megayacht industry is still relatively new, developers are taking an "if you build it, they will come" approach with the marinas. In a few cases, megayachts have already shown up at unfinished developments.

At West Caicos Reserve, there are no fuel, no restaurants and no hotel rooms yet at the 12-acre harbor. But megayachts have already been stopping by.

"We don't know how they found us already," said Alan Lisenby, managing director of Logwood Development Company, the developer of West Caicos Reserve. Because the marina is not yet officially open or providing services, Logwood is not charging the yachts for mooring in the harbor.

"Basically, we'll let them stay for free if we can take their picture," Mr. Lisenby said.

    The New Megayachts: Too Much of a Good Thing?, NYT, 13.1.2006,








'I'm fried.

I got to the stage

where I nearly pulled out ...'


Ellen MacArthur tells the story
of her record-breaking solo journey round the world,
a remarkable tale of endurance, fear, exhaustion and, ultimately, exhilaration
as she battled against the sea and the elements


08 February 2005
The Independent


Day 1, Monday, 28 November 2004

I feel relief to be over the line, relief to be going. I was so nervous and very emotional even just seeing the guys in the helicopter above this morning... It's going to be a tough one this, I can feel it.


Day 3, Tuesday, 30 November 2004

Right now we are on top of a low pressure system between the Spanish and Portuguese coast. It's pretty windy and the wind is going to increase over the next half hour. It's been a pretty painful night, quite light winds, trying to get towards the low. We've been trying to get between the [areas of] low and the high pressure but, unfortunately, we haven't been able to manage to do that as quickly as we wanted.


Day 4, Wednesday, 1 December 2004

Right now our boat speed is just eight knots and I'm heading for the Canary Islands. Can't leave the boat for five minutes without something happening - hope it's going to stabilise soon... Dry mouth ... not eating properly yet ... not totally got my head in to this ... going to try and fix the leak on the fresh water tank to make myself feel happier. Problem is that with the wind shifting all the time, I don't want to get stuck down below, as I keep having to rush on deck to trim the sheets.


Day 8, Sunday, 5 December 2004

The Doldrums. It's unbelievably hot, and it's good to be on a multihull because you're moving quickly and you've got a nice breeze over the deck but it's very hot and humid. The cabin temperature is around 32C inside and 29C at night - it takes a lot of your energy away.


Day 9, Monday, 6 December 2004

The sky is full of huge great big black clouds and there is no moon at the moment which is even worse. I must have changed sails about six or seven times during the night and goodness knows how many times during the day yesterday. My body is OK but I'm losing a lot of fluids. I'm trying to drink a huge amount because it's just so warm on board, particularly when I'm charging the batteries. The cabin turns into even more of an oven - more like a sauna! I've got lots of salt sores all over my hands and my arms, which appear when you get sweaty for a long period of time. There's no escape from it, there's nowhere to go. All the water around you is salty, you're salty, so your sweat is salty!


Day 10, Tuesday, 7 December 2005

Sometimes it just hits you. I was asleep in the cuddy (between the cockpit and the cabin), and woke up and I know when I wake up that if I feel a bit funny, that's not the time to push. You have to either get more rest, or do something to take your mind off the enormity of it. I'm very pleased with the Equator time, it's fantastic to always be ahead of the record but to cross the Equator over 14 hours ahead of Francis was brilliant. We know it's still very early days and although it's a good feeling to be ahead and cruising south with good breeze, it's also a moment where you know it's just one of the milestones and a lot could change between now and later, there's no doubt about it.


Day 12, Thursday, 9 December 2004

Still heading south in the South Atlantic and we're approaching a group of islands called the islands of Trinidad. It's getting a little bit less hot which is fantastic - now at 16 degrees south so it's not quite as tropical as it was a few days ago. Didn't have a great night really - conditions were up and down a bit and I was very worried about what's going to happen in the south because we're going to have an absolute shocker. The closer you get, the more you realise it's going to be pretty horrible and we're going to have to plunge south pretty soon - we're going to be down at 40 degrees south before we know it, and it's not the best zone for icebergs.


Day 16, Monday, 13 December 2004

I got some sleep this morning and some this afternoon, but I need more, I need a lot more. I'm absolutely fried, last night was the absolute pits. I nearly had to pull out. It was that close, I got to the stage where I couldn't breathe in the boat, I couldn't charge the batteries, I couldn't make any water. I was absolutely at my wit's end. The main thing is the fumes; the fumes from the exhaust are now not coming into the boat, because they were the biggest issue as I couldn't go anywhere in the boat without asphyxiating myself.


Day 17, Tuesday, 14 December 2004

The motto for today is "Sleep more, suffer less". I tried to engrave this on my brain last night, and try with all my energy to sleep -easier said than done sometimes, but, hey, we have to try. The sky is grey but I like that ... I almost prefer it to the beating sun of the equator. The trials and tribulations of the past few days seem miles away. Things are under control, and we're heading south!


Day 18, Wednesday, 15 December 2004

Things are getting a little bit chilly and the water temperature has dropped down to about 15C. The sky is very grey and the sun has disappeared - we're in our first Southern Ocean depression. We're heading down there for a long time so mentally things are changing - and physically things are obviously changing too as it gets colder.


Day 19, Thursday, 16 December 2004

I feel different. I feel much better than I have been over the past few weeks, I feel more positive. A little bit more cooler in the temperature ... I probably feel more comfortable in the Southern Ocean than the Equator when it was so hot. I'm sure that's going to change and I'm going to look forward to getting that heater on as we go further south.


Day 20, Friday, 17 December 2004

We've got reasonable boat speed this morning and we've got good breeze. I'm sailing along with blue skies which makes a huge difference after what we were sailing in yesterday in the front of the depression. There's quite a few petrels and albatrosses around. And we've just in the last hour dropped below 40 south, so we're now officially in the Southern Ocean! The Indian Ocean is renowned for its depressions which fly down off Africa. You have to be extra vigilant to see what's coming and, obviously, try not to get stuck in something which is particularly venomous.


Day 21, Saturday, 18 December 2004

It's like sailing over mountains. It's like driving an all-terrain vehicle very fast over mountains. Sometimes you are coasting down the hills and other times, you're fighting up the hills and that's just what it's like. Except that the mountains are moving - you're always sliding along with the mountains. It is absolutely spectacular and the seas really are big. Day 21 today and I've finished my Week Three food bag. It will be Week Four next which is quite cool, and when I finish Week Five we'll be half way round.


Day 22, Sunday, 19 December 2004

Right now, we're north-west of Marion Island, we're about 250 miles north of the Antarctic convergence and we're heading just north of east at the moment. We're ahead of Francis by nearly 24 hours after three weeks and it's good to have a lead on him.


Day 24, Tuesday, 21 December 2004

The last 36 hours even in the storm were just mind-blowing! To be in such huge seas and to see the power of nature - to be on an ocean that isn't flat in any way, it's a mountain range! There is no horizon because the sea is going up and down so much. It was an incredible experience and one that I wouldn't change for the world despite the fact that it was very windy and slightly frightening at times - it was just unbelievable. There is a storm coming which will hit us on Christmas Day.


Day 25, Wednesday, 22 December 2004

I was a bit upset not to see the Crozet Islands yesterday and it doesn't look like I'm going to get to see the Kerguluen Islands either. But you're very aware of the islands as there are birds there and there is a lot more wildlife because of them. It's all pretty special and it's great to be down here and feeling those islands around us.


Day 26, Thursday, 23 December 2004

I am a bit shaken up after last night - it was a bit disturbed and it was pretty hard to get some sleep and conditions were a bit all over the place. It was more of a shock knowing that you had hit something [she describes it as a "living object"] but the boat seems OK. I was very, very lucky. There is very little time to even think about the fact that's its nearly Christmas Day and the fact that I'll be missing my family. So perhaps concentrating on the boat and the tactics is the best thing.

MacArthur spent the Christmas period battling huge storms and icebergs in the Southern Ocean. She heard about the Asian tsunami on the radio but was unaffected by any aftershocks


Day 36, Sunday, 2 January 2005

Just during daytime here, about four hours before sunset, I came across two icebergs both to the north of me. The first was kind of triangular shape, quite small, the second was significantly bigger and had several peaks to it. It's pretty hard to judge how big they are but I guess they were the size of ships - the second, the size of a large container ship. Obviously, the bergs are moving from the south towards the north, that's why they are all here. That movement has obviously continued - these bergs were pretty old, pretty melted and they were literally sitting in a small corridor of colder water which was moving south-north. I have crossed the dateline so I am now having 2 January again!


Day 40, Thursday, 6 January 2005

Yesterday was the worst day, with massive squalls, the same wind that was not predictable. I sat there reading people's e-mailed encouragement, and quite honestly cried.


Day 41, Friday, 7 January 2005

The support from you all writing in is just mind-blowing. I mean mind-blowing - I am lost for words. I refresh the page each time I log on for the weather and read as many as I can. You are unbelievable.


Day 44, Monday, 10 January 2005

Right now, as we approach Cape Horn I have been able to get a little bit of rest but it's still been incredibly stressful. I think the hardest thing for me is, because I push myself so hard, sailing the boat when she feels like she's not going at 100 per cent. In the night we had some squalls, then we had some lighter conditions, and I hesitated longer than I probably would have about putting the sail up just because I was concerned about the squall and that's a very, very stressful thing for me. If the boat's not sailing how she wants to be sailed, I really, really struggle to rest.


Day 46, Wednesday, 12 January 2005

We passed Cape Horn after 7 o'clock today and we've got horrendous conditions. Just before sunset yesterday evening I had to take the mainsail down. We've had up to 50 knots - actually, 52 knots during the night. Again, we've had 52 knots this morning and the seas are absolutely monstrous. This morning as it became light, I realised these are certainly some of the biggest seas I've been in. I'm looking out of the window and the sea to our port side is awash with white water. There is a huge wave just broken next to us and there must be a 200sq ft area of sea which is just foaming white water and then the next rough wave rolls up behind and away we go on another crazy.


Day 52, Tuesday, 18 January 2005

The waves are right on the nose of the boat and we're getting thrown around quite violently so it's not much fun at the moment. It will be nice to punch through to the other side of this and actually start making some decent progress to the north, albeit slow.


Day 56, Saturday, 22 January 2005

Right now, I feel achy, very, very tired and a bit relieved that we've got some light winds just for a while to have a stable boat so I can recover a little bit ... I just, generally, feel absolutely empty - it has been a real struggle from Cape Horn to here - every day has given us new challenges. The bad news is that the next few days will be terrible - I've got three days of basically no wind now so we will be going very, very slowly. We will almost certainly lose the lead. Last night I spent at least two hours up on deck because there were ships going past and I didn't want to go to sleep with the ships around.


Day 58, Monday, 24 January 2005

I'm hanging in there, bearing in mind that we'll be back in two weeks and if we're not back in two weeks, it doesn't matter anyway. So I've got to hang in there for two more weeks, that's the way I'm thinking and I'm trying to look after myself the best I can. I am exceptionally tired, I'm pretty exhausted and I'm fairly bruised. I've been up the mast again [to do a rig check], just this morning, so I'm feeling pretty battered again. The record is definitely within our sights - I'm not going to let go of that until the last second hand ticks over, that's for sure. We've been working on this project for two years, I've now been at sea for more than 50 days and now is not the time that I am going to throw my hands up in the air and give up, no way. We're level with Francis - we're not three days or five days behind him and we still have a chance.


Day 59, Tuesday, 25 January 2005

The South Atlantic is amazing, really, you couldn't wish for a more beautiful place to be sailing in. We've got eight to 10 knots of breeze, a boat that is slipping along at nine knots. We've got a beautiful moon - the most beautiful moon I have ever seen. It's like perfection, but you struggle to appreciate it. You don't get to live moments like this very often but the timing is not ideal and that is what makes it difficult. And you worry all the time - will we get stuck in the Doldrums for 36 hours? W hat does the northern hemisphere hold for us? All these questions: so much rattles around in your head 24 hours a day.


Day 66, Tuesday 1 February 2005

I'm looking forward to having a feeling in my mind where I can switch my brain off more than anything else.


Day 70, Saturday, 5 February 2005

The hardest part is that I know there is little resilience left. I am running so close to empty that I believe it is only the energy from others that is keeping me going. To put it briefly this trip has taken pretty much ALL I have, every last drop and ounce. I chose to do this and I really don't need any sympathy from anyone.


Day 72, Monday, 7 February 2005

The past 24 hours have been absolutely horrendous. It's been a very, very long trip and an exceptionally hard one. I cannot believe it. I don't think until I see faces again that itts really going to sink in. It's been an absolutely unbelievable journey both physically and mentally. I'm absolutely overjoyed


The Independent, 8.2.2005,






February 12 1906


A leviathan battleship is launched


From the Guardian archive


February 12 1906

The Guardian


The special circumstances which have attended the building of the battleship Dreadnought brought to her launch today an atmosphere of excitement and expectation. The great gangs of men, roaring their chanties and waving their arms when she entered the sea, formed the right background for the ceremonial finish.

The bow towered 30ft overhead and 20ft below the platform. The Dreadnought's bow had the usual ram formation. The forecastle is cut away at each side, bearing out the theory that the first pair of 12in guns will be mounted and two other pairs a little aft on the upper deck, the cut-away allowing them to be fired ahead.

A huge slice, 12in deep seemed gouged out of the hull right from bow to stern. This is the space on which the protecting belt of armour will be riveted. The sharp lines of the bow towered overhead, the perspective ran swiftly aft to the cup-like bulge amidships.

Tremendous preparation had been made to ensure a safe delivery to the sea. The massive cradle which held the ship in position was built of huge logs and held in position by huge iron clamps riveted into the ship's side. The ways were partly greased with margarine.

Very quietly, the King arrived at the appointed hour, leaning heavily on his stick. His Majesty did not look in his usual health, and it was obvious that the effort of speaking with his officers entailed considerable fatigue. Immediately the King was seen there was a loud roar of welcome, the workmen hammering their tools. The King walked into the little stall and grasped the flower-decked bottle of wine. The wine trickled down the grey bows.

The enormous bulk that seemed as immovable as a cathedral made a sudden perceptible little spring backwards and, as it seemed, upwards.

This changed at once to a sliding motion, and before the mind had conceived what had happened one was looking down on another great field of faces where a second before had stood this vast grey structure. The ship diminished sharply before one's eyes. There came a roar of hurrahs, the first sounds of the band playing "God save the King", tugs blowing their horns, the perfume of spilt wine and of flowers.

The sunlight showed the king and his admirals saluting Britain's greatest battleship, the waves flecking her monstrous sides.


[HMS Dreadnought, the first of a revolutionary

but financially ruinous breed of battleship,

was powered by steam turbines,

with a top speed of 21 knots, and carried 10 12in guns]

From the Guardian archive > February 12 1906 >
A leviathan battleship is launched, G,
Republished 12.2.2007, p. 30,






July 18, 1899


A disappointed ancient mariner


From the Guardian archive


Tuesday July 18, 1899



The latest voyage of Captain William A Andrews, which was extensively advertised on both sides of the Atlantic, ended ingloriously.

The whole enterprise, from first to last, has been a series of disappointments. The original plan showed that Captain Andrews was to be accompanied in his open boat voyage across the Atlantic by the water-walker "Professor" Oldrieve, and an ocean swimmer.

But almost at the last moment Oldrieve met his death in other waters, and the "swimming net" appears not to have survived publication.

Then, as many readers will remember, Andrews was to bring with him in his little boat an American woman, Miss Belle Shane, 22 years of age.

Her baggage was to be limited to a comb, a tooth brush and a hand mirror. Andrews set sail from Atlantic City, New Jersey. Why this person abandoned the project is not clear.

His boat, a canvas-covered folding vessel, is sometimes spoken of in the owner's leaflets and newspaper cuttings as the Phantom Ship.

The start was made in fine weather. In the course of former trips, Captain Andrews had kept a log, but on this occasion he had felt indisposed to take so much trouble.

He slept during the night, first setting the sails of his boat, and leaving her to steer herself. "I can't account for my collapse," continued Andrews in narrating his experiences.

"In this boat I was overcome.

"Whilst sleeping I believe I was asphyxiated - I think by carbonic gas from the mineral water I had on board.

"When morning came I was dazed. Day after day I did not know anything. On the 27th of June I found myself alongside a steamer, the Camperdown. I did not see her coming until I was within three feet of her.

"I suppose they had been talking to me but I had heard othing. I put my hand on her and pushed off. After that - it seemed to me immediately after - I struck the Bremerhaven, and I asked the captain the date. He replied, 'The first of July.'

"When I realised that three days had intervened I concluded that there was a wheel loose in my head.

"I seemed to get worse whilst sleeping, and sometimes I was actually unaware of my existence. My feet and legs were swollen and I suffered in my throat and stomach".

He felt the loss of his little boat somewhat keenly. He states that he rapidly recovered his usual health aboard the Holbein. His intention had been to visit the Paris Exhibition next year and there show the Doree as "the smallest ship that ever attempted to cross the capricious Atlantic."

From the Guardian archive > July 18, 1899 >
A disappointed ancient mariner, G,
Republished 18.7.2006,






September 7, 1822


The power of the new steam ships


From the Guardian archive


Saturday September 7, 1822

The Guardian


The power of steam has now completely changed everything connected with naval polity.

The Rapid and the King of The Netherlands are established weekly betwixt London and Rotterdam. These are both steam-boats, and their arrivals can be so regularly calculated on, that the agents occasionally take a boat down the Thames, from a certainty that their meeting with them will not occasion the loss of a couple of hours.

By the way of Rotterdam, every letter from Russia, Prussia, Sweden, Denmark, Flanders, and Holland may be received by steam with as much regularity as those from Inverness, Portpatrick, or Falmouth.

The post office (having a monopoly of correspondence) should in justice direct a steam yacht at Rotterdam or Helveotsluys, to receive twice a week all the letters addressed to England from the north of Europe.

It is a fact that at present the expenses of the post office packets cost government more than they reap. There are four stations, Gottenburg, Flanders, and Helveotsluys for conveyance of the correspondence with England from the north of Europe. The two steam yachts, the King of The Netherlands and the Rapid, could deliver all the letters usually received by the media of these four stations, at trifling expense to the government, and in a much shorter period, generally, than any sailing vessel is capable of effecting.

The power and the advantages of steam have been well exemplified in his majesty's late voyage to Scotland when the James Watt steam-ship absolutely drew the Royal George sailing yacht to the Firth of Forth, leaving even frigates twenty-four hours behind them.

From the capital of the Russian empire, by steam, the regular communication could be reduced to ten days.

At present the regular course of post from St. Petersburg is twenty-one days. From Paris the communication should be daily, for the two days in each week on which French mails do not arrive are constantly supplied with information received by private expresses, to the great detriment of the post office revenues, and to the greater detriment of individual merchants.

From Spain, Portugal and the Mediterranean, all letters could be received by the way of Lisbon, or Ferrol, in the short period of sixty hours, by steam packets from either of these places to Falmouth.

So long as steam navigation is permitted by law, so long are the British merchants injured by the post office not adopting this plan for the conveyance of public mails.

From the Guardian archive > September 7, 1822 >
The power of the new steam ships,
Republished 7.9.2006,










Related > Anglonautes > Vocapedia


ship, boat > sinking



ship > sinking > shipwreck > 1916 > Endurance



crossing > Channel



journey, crossing > Mediterranean



Earth > resources > water > sea > fishing



war > warship






conflicts, wars, climate, poverty >

asylum seekers,

displaced people, migrants, refugees



immigration > UK



immigration > USA




home Up