Messing About In Ships


Episode #2 (December 13, 2007) by Peter A. Mello

Podcast – Episode 2

(49 minutes)

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Introductions

John Konrad, gCaptain.com

Peter A. Mello, Sea-Fever Consulting LLC

Listener/Reader Comments

Kingleo comment/questions on the Sea-Fever blog

Sea Stories

Pasha Bulker report (gCaptain Flickr slideshow)

Indian Ocean: 9 Days on raft after losing keel (Discoverer)(Sail World)(Original story “Two against the sea by Avirama Gol an for Haaretz.com)

Internet Ports of Call

John’s recommendation: Maritime Executive Newsletter (sign-up page).

Peter’s recommendation: Furled Sails podcast

This Week’s Music

Excerpt from The Wind in the Willows iTunes podcast

Seahorse by Jonathan Coulton from the Podsafe Music Network

Thank you for listening.

Please join the conversation by commenting below or sending us an email at podcast@messingaboutships(dot)com. Feel free to send audio comments of up to 2 minutes via mp3 attachments to your email.

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Transcript after the jump

TRANSCRIPT

In this week’s episode of Messing About in Ships we bring you:

The Beach and The Bulker

Nine Days On A Life Raft

Listener Questions

[Ship noises]

[Music]

Peter Mello:  Welcome aboard to a new maritime pod cast:  Messing About in Ships.  With John Konrad from gCaptain.com and I am Peter Mello from Sea-Fever Consulting.  Hi, John, how are you doing?

John Konrad:  I am doing real good.  How are you, Peter?

Peter:  I am excellent, thanks.  This is our second episode.  Our first one was exciting.

John:  Real exciting.

Peter:  Yes, it was.  We got some good feedback, mentioned a couple of blog posts I saw out there, and got some nice comments on our blog, so it is pretty exciting.

John:  Yes, we had some good reviews from fellow maritime pod casters.  Especially Bob of the Maritime Accident Casebook who had some really good comments.  Peter, we had a few questions from readers about where we got the name.  Can you tell them a little bit about this?

Peter: I sure can.  Thanks, John.  It is part of a classic children’s story written by Kenneth  Graham in 1908 called The Wind in the Willows .  There is a famous quote in that book:  ‘There is nothing, absolutely nothing,  half so much worth doing as simply messing about in boats.’  We are a little older and wiser now, but we still enjoy messing around in boats.  The boats are a little bigger and more complicated, but here we are.  That is the inspiration for the podcast.

I did go to wikipedia because it has been a long time since I read the book.  Wikipedia says the novel is notable for it’s mixture of mysticism, adventure, morality and camaraderie.  It goes on to say that the book made Graham’s fortune, enabling him to retire from his hated, although respectable and well paid bank job, and move to the country.  Graham spent his time by the River Thames, doing much as the animal characters do in the book.  Namely, one of the famous phrases from the book, ‘simply messing about in boats.’

At the end of the pod cast today, we are going to have an excerpt from an audio book with a quote imbedded into it before we play our music.  That is basically what the inspiration is.

John:  It speaks to our feelings.  We both love the water, boats, ships, and everything about it.

Peter:  On that note, we have received a couple of requests about how we came to be doing this together, what inspired us, what motivates us to do this, why are we doing it and where are we doing this from?  Would you tell us a little bit about your inspiration, motivation and location?

John:  I have been interested in technology for a long time but my real passion has been the water.  I grew up on Long Island Sound  and began sailing at a young age.  I always loved the water.  From sailing to fishing with my Grandpa.  When it was time to choose a college, I decided to go to a maritime academy  and I graduated with a third mate’s license and a degree in marine transportation.  I have been sailing ships ever since.  It has been almost ten years now and I have worked my way up.  I have my captain’s license and I sail as a first officer in the Gulf of Mexico on an exploratory drill ship.  That is part of the reason the sound quality is a little different.  I work for  three weeks on the ship and then I am home for three weeks.  It is an interesting job and I really enjoy it.

Peter:  That is great.  How about a plug for your alma mater?  Where did you go to school?

John:  Suny Maritime College in the Bronx.

Peter:  Great.  Great school.

John:  They have a beautiful campus if you ever get a chance to go there.  It is on a little peninsula that sticks out and is the separation between the East River and Long Island Sound.

Peter:  Great.  What brought me here is that I am very interested in helping people understand how important our maritime industry has been to forming this country and still is today.   People go to Wal-Mart and buy a pair of sneakers thinking that they just miraculously, mysteriously appeared there.  They do not realize that 90% of those types of goods they buy in stores come to them by a ship.  It has been something I have been interested in working with for a number of years.  Prior to starting my consulting business, I was the executive director of the American Sail Training Association.  I had a great platform there with Tall Shipsâ events to educate the public about our country‘s maritime heritage and the importance of maritime industry to the country today.

This podcast is another exciting opportunity to use these new media tools to reach out to people who might not otherwise understand the importance of the maritime industry.  That is my motivation.  I am not on any ship.

John:  There is a varying degree of knowledge about the maritime industry and some people do not even realize the commercial side.  I get a lot of assumptions that I am in the military or something along those lines.  We can bring some of these stories out to the public and get them interested.

Peter:  Yes.  I look forward to that.

The next thing we want to address is comments from readers, more than listeners, on our blogs.  We thought we would take a few seconds to try to answer the questions. The first one was on a posting.  The questions come from a reader who posted a couple of questions on my blog asking about the MV Explorer and the fact that it has been reported that she had a small hole in her hull and she ended up sinking.  He is asking ‘where were the damage control teams and what basically happened?’  We did go over this last week.   John, you did a great job telling everybody what happened.  I think you saw the question. Do you have any response to the question for King Leo?

John:  Sure.  What I went over last week is the fact that the ship has a double hull design.  This means that it is one hull built inside another hull.  Meaning that when they hit the iceberg, it was only the outer hull that was damaged.  It was a small hole but it does not take much to let a large amount of water in and create a stability problem.  No one is really sure, but what they think happened is that when the iceberg punctured through the outer hull, filled the double hull, and cracks within the inner hole slowly seeped into the ship. Damage control is something that is still taught and is still practiced on ships.  It is not something we drill on every week like a fire drill, although it is still important.

The problem with a double hull designs is ‘how do you have access to that outer hull?’  When you walk to the side of the ship or down into one of the lower spaces, you are actually looking at the inner hull.  There is no way to get through that to access where the damage is on that outer hull.  If they had found the cracks, they could have possibly  filled them.  We will put some links to the show notes and some damage control videos.  The captain also has to think, ‘The guys who go down and patch these cracks will be working in really cold water and they will be working really hard.  These guys may have to get into a life boat anyway if they fail and would you really want to put them through that stress before a possibly stressful life boat journey?’  Those are some of the questions that I thought of.  We do not know the exact answer.

Peter:  Great.  It is tough to get all the answers.  I am sure there will be an investigation and we will probably learn more in the future.

The same reader, King Leo, also had a question about the intentional sinking of the Texas Clipper which was something we both posted about.  On it’s way down the vessel apparently flipped over and there has been speculation that there might be an attempt to right her because she is supposed to be a reef and a diving destination off the coast of Texas.  Do you know anything about this?

John:  I know a little bit about the program.  What they are trying to do is, you have the Mare Ghost Fleet, so after a ship gets through with commercial use, sometimes the military buys it and uses it for military purposes.  Sometimes the ship is purposely built for the military.  When it reaches the end of it’s service age, they put it into what is known as ‘the ghost fleet’.  This is a cold storage and just in case of a war, they can go in and overhaul these older ships instead of having to build new ones.  Some of these ships have been cold stored for so long that people are wondering ‘what are our options?’  You can scrap it and turn it into recycles but another option is to sink the ship and make a really nice diving destination.  There are actually plans to do this two miles off from my house in Morro Bay, California and the community is really excited, not only for the diving opportunities, but for the additional tourism it represents.  This particular ship is the Texas Clipper.  It was at Texas A&M, at the Texas Maritime Academy in Galveston.  This is their old ship.  They have a new one.  They were planning on doing the same thing, sinking it for a diving destination.

To answer the question:  I do not know.  I do not know why it flipped over and I do not have answers as to what they plan on doing with it.  We will keep posting it on our blogs and if I find out we will mention it in a future podcast.

Peter:  Great.  Let’s move on to our stories for this week.  You have the first one and it is a biggie.  I think it is the one that helped you launch gCaptain.com and there was a Pasha Bulker report released.  Is that right?

John:  Yes, there sure was.  The Pasha Bulker was a very large carrier carrying coal from the port of Newcastle, Australia.  On June 7th there were 56 ships lined up waiting to enter port.  Strong gales were forecasted for the day.  Most of the ships left the port the previous day or on, the 7th.    Later in the day the local port authorities actually requested that all ships leave the port.  A few ships did not leave.  One was the Pasha Bulker.  The other two that ended up being in trouble were The Sea Confidence  and The Beatis.  These ships decided  to stay within the anchorage  and made various preparations.  The Pasha Bulker put out two extra shots of anchor.  The more anchor chain you put out, the stronger the holding capacity is in the anchorage.  That was their preparation.  The Sea Confidence decided that they were going to ballast down.

To prepare the ship for loading of the coal, they pump out all the water in the ballast tanks and the ship actually rises high in the water.  As they bring it into port and load the coal down, the ship is going to sink again.  They have to be prepared prior to loading and they were in this latent condition.  On the morning of the 8th, there were only nine ships remaining in the anchorage.  The wind picked up as predicted by the weather forecast.  The Pasha Bulker started to drift, as did the other ships.  They decided to weigh the anchor; to pull the anchor up from the bottom and get underway.

At this point  the weather had already been so severe that they were drifting heavily.  Their bow’s condition played an integral part in this. Because they were in such a light condition, the ship was high out of the water, giving a larger sail area.  There was more of that ship exposed to the wind.  That was one problem.

The other problem was that, in a laden condition, your prop is closer to the waterline.  It is not dug down in the water so much as if you were under heavy ballast . There are questions about whether they did enough preparation. After they lifted the anchor, they went to get underway and had trouble doing so.  They finally did get underway and the captain made a bad decision.  When he thought they were going to be okay, he decided to go down and have breakfast.  By the time he came up fifteen to forty-five minutes later, they are not sure, it was apparent that the drift was taking them into the beach.  At that point, the captain decided to make a turn.  The turn failed and they went broadside into the wind and were pushed up on the shores of Newcastle Beach, which is a beautiful tourism and surfing destination.

That is the basics of it, Peter.

Peter:  What happened to the vessel itself?  What is her condition right now?

John:  She was up on the beach for many months.  People came from all around in Australia to see her.  There are some beautiful pictures, I posted them in a link on the show notes, of the ship sitting right up on the beach.  Right after it got beached, the crew was helicoptered off and it sat there for a number of weeks while a salvage team determined the condition and made preparations to bring her off.  It was finally pulled off the beach and towed to a nearby location and eventually released to go to a shipyard up north.  I believe it was Korea, but I am not sure.

Peter: Is she okay?

John:  She is now being repaired.  According to the report, there was no substantial damage found.  Obviously, it will be an expensive shipyard repair, but nothing severe enough to scrap her.

Peter:  What happens to the captain?

John:  That is an interesting question.  The captain was a foreign national.  He was not Australian.  He was sailing under a Panama flag.  There are questions as to how much the Australians can do.  How to get the captain back since he was released with the ship, if they will try to extradite him from a country to face charges, and what his culpability is.  He did cooperate with investigators and gave a full report.  He was very helpful afterwards.  The final decision was to send a letter to Panama recommending that they reevaluate his license for possibly removal of his master’s license but nothing official has been done or recommended.

Peter:  There was no loss of life in this was there?

John:  No.  There was no loss of life and no permanent environmental damage.

Peter:  Wow.  Pretty lucky, huh?

John:  Very lucky. Very lucky.

Peter:  Those pictures are really spectacular. You had a bunch on your blog and you had a slide show.  We will link to that in the show notes.  Anything else that comes out of this that you want to talk about?

John:  There are a few questions that I came up with.  Some of it was with the time line and where the Bulker was located.  Also, who has final authority to take these vessels out of the anchorage?  The Pasha Bulker was anchored within state waters, the port authority could only give suggestions to the captain to leave but  they did not have the authority to actually force him to leave.   I also came up with some questions early.  Where are the tugs in this scenario?

If you know a storm is coming, you are going to get underway, like most of the ships did.  If you cannot get underway, you call an assist tug to stand by.  Only one of the vessels, The Sea Confidence, called the local tugs and it took them so long to get out there that they were not really…The Sea Confidence regained steering before… they actually dropped two anchors.  Something the Pasha Bulker never did.

Peter:  Wow.

John:  That is one question.  The anchor consideration is the other question.  Why didn’t the Pasha Bulker attempt to drop the anchor when they went broadside to the wind?  The anchor is an amazing tool.  Not only can it anchor a vessel, it can also help in maneuvering.  If they dropped that anchor just to the bottom without letting out extra chain, so it went on a slope, that changes the pivot point of the ship forward right up to the bow.  While they were drifting sideways,  if they adjusted just that amount, the bow would have pivoted off of that anchor and gone into the wind and the engines may have been able to regain forward power.  It proved that the engines were pretty ineffective because they were so close to the waterline.  When the waves hit them, the ship was pitching, which is a forward and aft motion.  In every cycle of the pitch of the ship’s motion, the propellers came out of the water.  There were effectively useless at that point.

It comes down to that they should have been more prepared.  They should have recognized the weather scenario and when it got bad they should have been prepared with some ballast.  They should have had someone on standby, possibly, to drop these anchors.  It is a case of not being prepared enough.

Peter:  This was no surprise storm.  It was basically what we would call a hurricane here.  Right?  It was a major, major storm that everybody had ample warning about.

John:  Well, they all had ample warning but that brings up the question of what weather information the captain was getting.   In his official report he said that he thought the weather was going to pass around them and would not be a serious problem.  That is why he made the decision to stay.  A direct quote from the report is ‘On June 7th  the master read the weather forecast and said that the center of the gale was‘, quote, ‘Very far, never affecting our ship.’  It goes on that ‘Nevertheless, the master ordered that two additional shackles (?) of cable be set within that bow of the vessel.‘  The question to ask is, when he saw the other ships leaving, why didn’t he call the other captains?   It is apparent that he did not ask them why they were leaving.  He did not call any weather  forecasters, any weather experts, and they did not have any advance weather systems.  He was just getting weather facts from the satellite.

Peter:  We will never get the answers to this but it does create some interesting questions about leadership, too.  You wonder what the rest of the crew and the officers aboard were thinking while the captain was dining in the midst of what was developing into a pretty catastrophic set of circumstances.

John:  There is a lot of talk in the forum about the master being of a different nationality than the crew and how willing they were to approach him.  While he was at breakfast, the ship was obviously getting into a real bad scenario and no one called him.  What kind of message does that send?  Just going to breakfast.  You are right, there is a leadership question.  Absolutely.

Peter:  Anything else to close on this one and move on to the next story?

John:  No.  I just encourage everyone to take a look at the pictures.  They are in the show notes and are from local photographers in the town that were posted on Flickr..

Peter:  Do you have a PDF of the report or is it on a website somewhere that we are going to be able to link to?

John:  Yes.  We will link to the actual PDF on the service (?).

Peter:  Excellent.  We had another story.  Did you want to…

John:  We were talking about a ship not being prepared for a storm and not doing the right thing with a bad weather forecast .  You have a story that is a little different, don’t you Peter?

Peter:  Yes.  The one I chose this week comes from the gCaptain.com Discoverer News site, which we talked about last week.  It is a fantastic site that has so much interesting information up on it.  There was a story there that was submitted last week called Nine Days On a Raft After Losing Keel.  It was submitted by Tim, and the story it actually linked to is in sail-world.com.  I was able to find the original story, which is on a website called haaretz.com.  We will have all this in the show notes.  It was called Two Against the Sea.  It is basically a story about a yacht delivery that turned out to be quite an adventure, to say the least.

A young woman named Libi Belozerzki, a brain research student at Tel Aviv University, was celebrating her 27th birthday last week.  She is probably lucky to be celebrating her birthday because just the month before, an accomplished, experienced, and avid sailor, she joined a friend of hers on a delivery trip from the Indian Ocean back to Israel on a sailing vessel.  The captain of the vessel was a 34 year old professional skipper from Italy.  I believe  he had sailed the route a number of times and the two of them had sailed together a number of times.  According to the article, the young woman started sailing at the age of 15.  She was pretty experienced and had gotten some sort of captain’s license at the age of 17.   They both had some captain’s experience.  Their cruise track was they left the Maldives in the Indian Ocean southwest of Sri Lanka going to the Red Sea and from there to Israel via the Suez Canal.  The name of the vessel was GiGo2.  It was a pretty new boat.  It looks like light carbon fiber, 54 foot, competitive racing vessel that also seemed to have some ability to cruise.  It was not just a stripped out racer.  I think that their accommodations were fairly comfortable.

They worked long and hard preparing the vessel and left at the beginning of September.  The articles states that they checked pumps and drains, replaced filters, studied the currents and winds.  They did everything including affixing a sharp knife to the exterior of the life raft on the stern, which they make a point of bringing out later on in the story.  They were basically going to travel a straight shot.  It says their plan was to cover 2,300 miles in one leg.  On previous voyages the two had sailed 3,200 miles in one leg across the Pacific so they had some experience.

One of the reasons they were doing this long, continuous navigation was their concern about stopping.  The young woman was Israeli and they were concerned about stopping in the Gulf of Aden.  They were a little concerned about her passport and they were also concerned about pirates in these waters, particularly the waters west of Somalia., so they decided to do it in one fell swoop.  They communicated daily with the ship’s owner via satellite phone and seemed to be well prepared for the journey.

I loved the original article, which is basically an interview with this young woman.  She talked about her experience in sailing boats since the age of 15 and  said she went daily to see scouts working on and sailing on the boats.  Her quote was ‘You learn about such a wide range of, what can you call it? leadership and friendship and yes, values.  All of it below the surface of this thing known as sailing.’  This is something I subscribe to whole heartedly in my work and my recent past career as the executive director of The American Sail Training Association.

They got underway on September 19th and things were going well.  They checked their weather before they took off and while underway.  There was nothing really out of the ordinary.  It was blowing about 20 knots or so and the vessel was certainly capable of handling the conditions.  It got a little more severe and they decided to alter course a little bit away from the rhumb line that they had initially laid out.  They notified the owner via satellite phone that they were making this course correction to the east instead of heading due north.  That eased things out a little bit and made it more comfortable for them to sail although it was still fairly rough.  I do not know exactly what night it was but after they made that course correction the young woman was at the helm and heard a noise in the middle of the night.  It was not a big snap or anything but it startled her a  bit. The captain was below sleeping and he came up.  I guess it was a little louder for him because he jumped up on deck and they became very concerned about what the noise was.  He went below to put on his foul weather gear and relieve her.  She had a harness and was all strapped in.  As he went below, there was another snap, the boat took a list and basically ended up capsizing.  The mast went down into the water, the vessel went down into the water and they got thrown out.

You have to read the article.  It is a tremendous job of relaying what actually transpired that night.  They were able to get to the life raft and because of that knife she had put on the stern, they were able to cut the life raft’s mooring line and set themselves free from the vessel.  When they did, they noticed that the base of the keel had fallen off of the vessel.  It was a new vessel.  The keel had fallen off and she just went over.  They were fairly prepared up until that point.  They got into the life raft but the flares in the life raft were not really in great…

John:  Exactly how long were they in the life raft?  Did it say in the article?

Peter:  Ultimately, they were in the life raft for nine days.  When they got in there, the first few days, they noticed that the food that was supposed to be in there was not there and the water that was supposed to be in there was not at the volume that they had anticipated would have been in the life raft.  John, we discussed earlier about whether or not there was an EPIRB on the vessel or one with the life raft.  The article is not clear about that.  Do you have any comments about that?

John:  I have just one more question.  I am big on that.  One of the more popular posts on my blog, called the electronics grab bag.  On merchant ships our primary means of escape is the life boat and we check the equipment on that every month so that we have all the basic survival equipment.  How do you notify the authorities that you are in distress?  It is the EPIRB that is the real technology that has saved countless lives.  It works by satellites and notifies the authorities of your location worldwide and they can send people.  Were you able to find out if they had one?

Peter:  I was unable to find that out. I did not see that in anything I read.  They were so well prepared, my assumption is that they probably had one aboard but there is no mention in the article.  It is solely speculation and assumption on my part that.

John:  If they had one onboard, are there any other possibilities why it would not have gone off?

Peter:  You tell me.  Probably not.  It probably would have gone off if there was one aboard.

John:  I do not know too much about the boating EPIRBs but I know that on ships you have something called the hydrostatic release so when a ship goes down and it reaches three meters under the water, a pressure sensor shoots a razor blade at the line and releases the boat.  There is also what is called the PLB and these are EPIRBs for personal use.  They are really small and compact.  You can take them hiking, boating, or whatever.   I just wonder if they had those. You can buy one and keep it right in the boat or around your life jacket.

REI (?) has a sale going on right now where you can an older model PLB for $400.  There are two models.  One that figures out your position within 75 miles and the new models actually send your GPS position off.  Even with an older model, if they had one working, they should have been able to reroute some nearby ships.  Didn’t the article say there were ships nearby?

Peter:  Yes.  Absolutely.   I guess about the fourth or fifth day a large ship actually passed very close to them and they fired some flares off which the ship did not see.  She is quoted here ‘’I didn’t know whether I was sad she didn’t see us or happy she didn’t run us over – she passed that close.’   It is pretty remarkable that after four and a half days a ship passed so close and never saw them.  One of the interesting things in the article is not only their preparation but also their attitude about what was happening.

John:  There have been a few quotes that were really good in that article.

Peter:  Yes, there were.  I love this one.  I will read it to you.  ‘No, because although we were not spotted, the lively movement of merchant ships showed us that we had entered a shipping lane, so it was only a matter of time.’  That immediately made me think of Good to Great written by Jim Collins.  In the book, he talks a lot about Admiral Stockdale and the attitude of Admiral Stockdale, who was a POW during the Vietnam War.  In the book there was a realistic optimism about certain types of leaders that pull them through  what would be a debilitating or crushing experience to anybody else.  In Good to Great, Collins goes into a great lengths to highlight what Stockdale was able to do about keeping a perspective.  I think he is quoted as saying that ‘the POW’s who suffered the most were those who were always expecting to leave by a certain date.’  Stockdale had this realistic optimism about getting through it and that is what came across to me in this article.  They were so prepared for this that they never really panicked, dealt with everything that came to them and always had the optimism that ultimately they would get out of it.

We will have a link to the original article and I highly recommend that everyone go and read it.  It is a great article.  She said that over the nine days ‘The wetness never stopped, saltwater all over my body and the constant contact with the thin rubber that floated on the waves.  Hot during the day, cold at night.’  It was a miserable, miserable experience.  ‘The flares were damp, the famous nutritional biscuits were nonexistent, and we had only 12 liters of water in sealed bags of 125 milliliters each.’  It is pretty miraculous that they made it through this ordeal.  You had some thoughts?

John:  I find it  interesting that they really thought through the problem.  I deal more with short term emergencies.  I am in charge of the fire fighting capabilities on my ship and the initial abandon ship.  It seems like the people who really get through these are the ones who stay calm.  Panic is the one thing that really gets you in trouble.  They stayed calm, from when the mast broke loose, right up until they were rescued.  Not only did they stay calm, they kept their heads.  They were thinking.  Right?

Peter:   Yes.

John:  When you are faced with a critical problems, you think through these problems.  I think she said ‘We knew you can survive about a week without any water’ and they had some.  You can survive a month without any food.  That thinking really helped them.  You have thoughts?

Peter:  Yes. She is a brain researcher.  She talked in the article about having an understanding of  what would happen with respect to their needs for intake and food over a period of time.  The first 24 hours is the most difficult.  After that your body makes adjustments that help sustain you over a period of time.  I  also like this quote, in here she is talking to the journalist about the sea state.  The journalist says ‘How high were the waves?‘ and she answers ‘about three meters.’   The journalist says ‘Three meters!  And you were not worried?’  Her response was ‘At sea, I am always worried.’  The journalist says ‘Always worried?’ and her response to that was ‘At sea you have to be worried.  You cannot not be worried.  The sea is always full of surprises.’

Situational awareness, being prepared, maybe worried is overstating it because worry generally implies that a little paralysis can set in, but she certainly seems to have the situational awareness going.  I will read the last paragraph of the article to you.  ‘A romantic screenplay doesn’t especially interest her but she is planning a detailed professional lecture that will focus on all the safety aspects of ocean sailing.  Because Libi Belozerzki may be a great adventurer,  but she is first and foremost a responsible sailor, and on the sea, she says, you always have to worry.  You can never know whether a surprise is lying in wait for you.’

That kind of encapsulates the article to me,  and we will have the links and the show notes so you can read the whole thing.

John:  I hope she comes out to California.  That would be an interesting lecture.

Peter:  Definitely.  Those are the two stories we are covering this week.  We also have our feature, New Media Ports of Call.  John, you had a website or a newsletter you wanted to tell everybody about?

John:  Yes.  The Maritime Executive Magazine, which is a wonderful magazine.  It is fairly inexpensive at $39 for one year.  It is a great magazine going over all topics of the maritime world.  It is concentrated on maritime executives, hence the title, and that is who their target audience is.  What I really like about the magazine is their editor and chief,  Joseph Keith.  He is from your area.  He grew up in Boston and went to Mass Maritime and has been a writer since.  He has both perspectives.  He has been out to sea as a mariner and has worked on the corporate side of things.  His writing reflects both sides of the industry and is a real balanced view.  I have a friend who is on the shipping company and I have many friends who are mates  on the lower levels of the ship and really enjoy the magazine.

I wanted to point viewers to their email newsletter.  You can sign up and it gets sent every Thursday right into your email inbox.  It always has one article by Joe and a lot of the new stories of the week.  Not only is it an interesting editorial, it will keep you really up to date on the news.  Plus, it is free.

Peter:  That is right.  I look forward to that every week. It has great stuff in it and I highly recommend it, too.

John:  How about your pick of the week?

Peter:  My pick of the week is FurledSails podcast.  They characterize themselves as the world’s first sailing podcast, I guess.  The have been doing it a long time.  We are on episode two and they are on episode 118.  It looks like they have a jump on us by a couple of years.  It is a weekly sailing podcast which is focused on cruising and recreational sailing.  They get some great guests onboard.  I just finished listening to an episodes with Webb Chiles, who has circumnavigated the globe a number of times.  He is a great story teller.  I have not listened to it yet but Jimmy Cornell is currently up on episode 118 and I look forward to listening to that.  I first started listening to them because they have interviewed a few of the tall ships captains that I am familiar with.  Particularly, there was a great interview with Captain Tony Arrow, who is captain of The Spirit of South Carolina, the brand spanking new vessel that operates out of Charleston, South Carolina.   That was a good episode.  The FurledSails podcast is at FurledSails.com and we will have the link in the show notes.  I strongly encourage you to check it out.

John:  I cannot wait to get back on land to high speed internet.  It sounds fascinating.

Peter:  There you go!  Before we jump into the music, do you want to tell people how to get in touch with us and quickly review the discoverer news site and how they can participate in that?

John:  Sure.  There are a number of levels of user interaction here.  The first way is to send us a simple email. Our email address is podcast@messingaboutinships.com or you can go to our website, messingaboutinships.com and write a comment below our show notes.  If you have a story you would like to be featured, go to our maritime news discoverer, which can be found on gCaptain.com.  There is a big button you click on and see our top stories for the week.  There is a submit running up top.  Click on that there and enter the web address of a story you like and hit submit.  Other readers in the gCaptain community go and vote on the stories.  We pick some of the top stories of the week for this podcast , so don’t just submit stories, show us your interest.  If you go to the website and vote on the stories that interest you, they will be featured.

Peter: Great.  Also, if you want to send us an email with an audio comment attached to it, we will try to figure out a way to integrate it into the show so you can hear your own voice and not hear just ours. We highly encourage you to give that a shot.

John:  Everyone is welcome.

Peter:  This week we are doing something a little bit different with the music.  For your enjoyment, the first two minutes is an excerpt of messing about in boats, the 1908 classic we talked about, The Wind in the Willows,  The quote is incorporated into this audio clip.  Followed by that  is a song, in keeping with the animal theme, called Seahorse by Johnathan Coulton.  He is a musician who strongly supports and encourages creative comments and use of his work.  This music came from the podsafe music network.

Hope you enjoy it and we look forward to visiting with you next week.

[Excerpt from The Wind in the Willows]

[Music:  Seahorse by Johnathan Coulton]

[Podcast ends]

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2 Comments so far
Leave a comment

hi peter and john-
bravo! i enjoyed pod 2 even more than pod 1. keep up the great work. i’ll plug the podcasts on an upcoming tugster post.
will

Comment by will

Thanks Will! Keep up the good work on your site as well… I’ve become reliant on it to keep me up to date on the harbor I grew up sailing!

Comment by gcaptain




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