Podcasts about New York Harbor

In 1939, Robert Moses sprung his latest project upon the world -- the Brooklyn-Battery Bridge, connecting the tip of Manhattan to the Brooklyn waterfront, slicing through New York Harbor just to the north of Governor's Island.To build it, Moses dictated that the historic Battery Park would need to be redesigned. And its star attraction the New York Aquarium would have to be demolished.The aquarium was housed in the former military fort Castle Clinton which had seen so much of New York City's history pass through its walls under the name Castle Garden -- first as an early 19th century entertainment venue and later as the Emigrant Landing Depot, which processed millions of newly arriving immigrants.This valuable link to American history would surely have been lost if not for activists like Albert S. Bard, a revolutionary landmarking advocate who countered and disrupted Moses every step of the way.In this episode, Greg interviews another landmarking superstar -- author and civic activist Anthony C. Wood -- on the occasion of his new biography of Bard titled Servant of Beauty: Landmarks, Secret Love, and the Unimagined Life of an Unsung New York Hero.In his research,  Wood discovered a personality far more interesting than his public persona and a man with far more at stake than just his beliefs in preservation.Visit the website for more information and images of things discussed on this show. This episode was edited by Kieran Gannon. 

When Prospect Park was first opened to the public in the late 1860s, the City of Brooklyn was proud to claim a landmark as beautiful and as peaceful as New York's Central Park. But the superstar landscape designers — Frederick Law Olmsted and Calvert Vaux — weren't finished.This park came with two grand pleasure drives, wide boulevards that emanated from the north and south ends of the park. Eastern Parkway, the first parkway in the United States, is the home of the Brooklyn Museum and the Brooklyn Botanic Garden, its leafy pedestrian malls running through the neighborhood of Crown Heights. But it's Ocean Parkway that is the most unusual today, an almost six-mile stretch which takes drivers, bikers, runners and (at one point) horse riders all the way to Coney Island, at a time when people were just beginning to appreciate the beach's calming and restorative values.Due to its wide, straight surface, Ocean Parkway even became an active speedway for fast horses. When bicycles became all the rage in the late 1880s, they also took to the parkway and avid cyclists eventually got their first bike lane in 1894 — the first in the United States.FEATURING: A tale of two cemeteries — one that was demolished to make way for one parkway, and another which apparently (given its ‘no vacancy' status) thrives next to another.  Get your tickets for the Bowery Boys Evening Cruise of New York Harbor by visiting Like Minds TravelVisit the website for more information about other Bowery Boys episodes

This week we discuss the loss of the USS Turner, a Gleaves-class destroyer that sank off of New York City in January 1944. **Jump to around 13:30 to get right into the action**Sources: "Gleaves class destroyers (1940)." https://naval-encyclopedia.com/ww2/us/gleaves-class-destroyers.phpNaczi, Robert F. "Special: Tragedy Strikes in New York Harbor." U.S. Naval Institute, December 1995, https://www.usni.org/magazines/proceedings/1995/december/special-tragedy-strikes-new-york-harborVerga, Christopher. "Sinking of the U.S.S. Turner: Tragedy, Heroism, and Mystery." Fire Island News, 26 Dec 2024. https://www.fireislandnews.com/history/sinking-of-the-u-s-s-turner-tragedy-heroism-and-mystery/#:~:text=Huus%20rapidly%20mobilized%20his%20crew,survivors%20before%20additional%20help%20arrivedSupport the show

S04E16 - L'histoire du port de New YorkLe port de New York, l'un des plus grands et des plus dynamiques au monde, est un véritable moteur du commerce international et de l'économie américaine. Situé à l'embouchure de l'Hudson River, il s'étend sur plusieurs terminaux à New York et dans le New Jersey. Ce port historique, autrefois porte d'entrée des immigrants arrivant à Ellis Island, est aujourd'hui un hub essentiel pour le transport maritime, avec des millions de conteneurs transitant chaque année. En plus de son importance économique, il offre un panorama spectaculaire, avec la Statue de la Liberté et les gratte-ciel de Manhattan en toile de fond.Retrouvez tous les liens des réseaux sociaux et des plateformes du podcast ici : https://linktr.ee/racontemoinewyorkHébergé par Ausha. Visitez ausha.co/politique-de-confidentialite pour plus d'informations.

For nearly 140 years, she has stood in New York Harbor, torch held high, a symbol of freedom and hope. But last week, a French politician made headlines by saying they want her back. "Give us back the Statue of Liberty," Raphaël Glucksmann declared, arguing that America has abandoned the values she used to represent. He even quoted the famous poem inscribed at her base: "Give me your tired, your poor, your huddled masses yearning to breathe free."But here's the problem—those words were never part of the statue's original meaning. When France gifted the statue to the United States in 1886, she was named Liberty Enlightening the World. She was not meant to symbolize mass migration, but the ideals of ordered liberty—the kind of liberty that could only be sustained by a virtuous and free people. She was a monument to the political and spiritual inheritance of Christendom, a testament to the unique civilization that made true freedom possible.Yet over time, that meaning was rewritten. Lady Liberty was no longer a symbol of Christian self-government, but of open borders and a rootless, multicultural myth. So what happens when a nation forgets what made it free in the first place? Today, we're setting the record straight.This episode is brought to you by our premier sponsors, Armored Republic and Reece Fund, as well as our Patreon members and donors. You can join our Patreon at https://patreon.com/rightresponseministries or you can donate at https://rightresponseministries.com/donate.The Statue of Liberty was never meant to be a symbol of mass migration, yet somehow, that's the version of history we've been sold. How did we get here? How did a monument to liberty itself become a rallying cry for open borders? And more importantly—what does this shift reveal about the way modern America understands itself? Today, we're going back to the real history, breaking down the myth, and pointing toward a better vision.Let's get into it.*MINISTRY SPONSORS:*ENTER TO WIN 2 FREE TICKETS TO OUR APRIL 2025 CONFERENCE BY Signing Up For Private Family Bankings Email List1. Email Banking@privatefamilybanking.com2. Use Subject Line: April Ticket Giveaway3. Provide Your Full Name & Contact Phone Number4. Private Family Banking will be in touch for the winner of the tickets.*Private Family Banking*How to Connect with Private Family Banking:1. FREE 20-MINUTE COURSE HERE: ⁠https://www.canva.com/design/DAF2TQVcA10/WrG1FmoJYp9o9oUcAwKUdA/view⁠2. Send an email inquiry to ⁠chuck@privatefamilybanking.com⁠3. Receive a FREE e-book entitled "How to Build Multi-Generational Wealth Outside of Wall Street and Avoid the Coming Banking Meltdown", by going to ⁠https://www.protectyourmoneynow.net⁠4. Set up a FREE Private Family Banking Discovery call using this ⁠link: https://calendly.com/familybankingnow/30min⁠5. For a Multi-Generational Wealth Planning Guide Book for only $4.99, use this link for my affiliate relationship with "Seven Generations Legacy": ⁠https://themoneyadvantage.idevaffiliate.com/13.html⁠*Reece Fund: Christian Capital - Boldly Deployed⁠https://www.reecefund.com/*Dominion: Wealth Strategists* is a full-service financial planning and wealth management firm dedicated to putting more money in the hands of the church. With an education focused approach, they will help you take dominion over your finances.https://reformed.money/#immigration #christianity #america

ABOUT ELIOT HOROWITZEliot Horowitz is the Founder and CEO of Viam, an engineering platform unlocking AI, automation, and data for devices in the physical world. With a deep commitment to advancing technology, Eliot leads Viam in helping companies build solutions across robotics, food and beverage, climate, marine, industrial manufacturing, and more.A career software developer and technology leader, Eliot co-founded MongoDB in 2007, writing the core code base for the pioneering database and leading the engineering and product teams for 13 years as CTO. MongoDB, which went public in 2017, has since reached a market cap of over $20 billion. Before MongoDB, he co-founded the ecommerce company ShopWiki and served as CTO, and he began his career in software development in the R&D group of adtech firm DoubleClick.Eliot is passionate about using technology to address pressing societal issues, including working with WAVS to protect marine life in the North Atlantic and supporting Billion Oyster Project's work to help restore New York Harbor's ecosystem.SHOW NOTES:The origin story of founding Viam (2:56)How Viam can be a game-changing platform, accelerating robotics software & hardware 10x to 100x (4:33)The ideation journey behind Viam: Building a platform that simplifies the integration of hardware and software development (6:11)Solving challenges with seamless APIs, a modular system, the right abstraction layers, and a comprehensive platform (9:54)Key questions for identifying the right abstraction layers at Viam (11:32)Optimizing your platform for flexibility and ease of use (13:32)The evolution of product building, from first-hand experience to customer-driven (16:33)How Eliot's MongoDB Experience shaped Viam's user-centric approach, open-source strategy, business model & ecosystem approach (18:48)Cultivating developer communities & leveraging community insights at MongoDB & Viam (23:01)Frameworks for deciding on your business model & pricing (24:52)Eliot's approach to building developer tools & products used by engineers (26:23)Aligning your eng team & stakeholders on the product vision (29:51)What it means to deeply understand engineers and how they interact with your product (31:10)Strategies for eng leaders to better connect with customers (34:38)Viam's real-world applications & what's next (36:31)Rapid fire questions (39:31)LINKS AND RESOURCESViam - At Viam, we believe in the power of technology to make our world smarter, happier, and more sustainable. We're building a revolutionary engineering platform for problem-solving in the physical world, so that innovators from all disciplines can address humanity's most complex challenges with practical solutions. Together with our partners, we're committed to making a lasting positive impact on industries, communities, and the planet.This episode wouldn't have been possible without the help of our incredible production team:Patrick Gallagher - Producer & Co-HostJerry Li - Co-HostNoah Olberding - Associate Producer, Audio & Video Editor https://www.linkedin.com/in/noah-olberding/Dan Overheim - Audio Engineer, Dan's also an avid 3D printer - https://www.bnd3d.com/Ellie Coggins Angus - Copywriter, Check out her other work at https://elliecoggins.com/about/

Today on America in the Morning   Hearing Today On Trump Deportations Justice Department lawyers have until noon Eastern Time today to explain to a federal judge why planes filled with alleged Venezuelan gang members flew to El Salvador despite the judge's order to have the flights return to America. The details from Correspondent Rich Johnson.    Weather Death Toll Rises Extreme weather, including dust storms and wildfires, along with tornadoes that moved through more than a dozen states have claimed the lives of at least 42 people, and more severe weather is expected before the end of the week. Correspondent Julie Walker reports on some of the hardest-hit areas of the nation.     Israel-Hamas Ceasefire Ends The ceasefire is over in the Middle East after Hamas refused repeated hostage deal offers that came from Israel, the US, Egypt, and Qatar. Israel's defense forces struck numerous locations in the Gaza Strip.    Trump-Putin Phone Call President Trump and Russian President Vladimir Putin will talk together by phone to discuss the US-brokered ceasefire it offered Ukraine, and how both sides can proceed. Washington correspondent Sagar Meghani reports that the Kremlin is expected to offer proposals of their own.   Lady Liberty Stays Although it sits proudly in New York Harbor, the White House is responding to a French politician who suggested the United States should return one of its most well-known monuments. Correspondent Clayton Neville reports.    The Smallest St. Patrick's Day Parade Thousands packed a street in Arkansas for what's considered the shortest St. Patrick's Day Parade in the world. Lisa Dwyer reports.      Trump & Putin Call Expectations An important day in the White House that could lead to peace as President Trump will speak with Russian President Vladimir Putin over the phone today as the Trump administration pushes for a cease-fire in Russia's ongoing war in Ukraine. Correspondent Clayton Neville previews the meeting.     US Hits Yemen Again President Trump is again warning that Iran can face dire consequences if the Iranian-backed Houthis in Yemen continue attacking ships in the Gulf of Aden and the Red Sea, saying Iran's leadership will be held responsible for every shot the Houthis fire. The US again struck targets in Yemen for the third straight night. Correspondent Donna Warder reports.    Biden Kids Secret Service Protections Ended President Trump has ordered that Secret Service protection be taken away from former President Joe Biden's two adult children.    Don't Use Our Song It was a song from the 1990's that became a signature hit for an alternative rock group called Semisonic that many felt was a “last-call” anthem for bars, but the group says they don't want their classic song being used to portray shackled people being deported. Washington correspondent Sagar Meghani reports.    Willis Ordered To Pay Fulton County District Attorney Fani Willis has been ordered to pay more than $54,000 for violating Georgia's open records laws in relation to the prosecution of President Donald Trump.     Deported Doctor A doctor and college professor was deported to Lebanon following her apprehension by ICE, despite having a valid US Visa, which came after the Department of Homeland Security said she supported terrorists, and attended the funeral of Hezbollah leader Hassan Nasrallah. Correspondent Haya Panjwani reports.    Not Buying American A wave of anti-Americanism is growing overseas. Correspondent Lisa Dwyer reports that some European nations are planning to boycott American products.    Finally   President Trump announced he will release 80,000 pages of unredacted files today about the assassination of President John F. Kennedy.   Learn more about your ad choices. Visit podcastchoices.com/adchoices

A note about the work “Ditch and Drain, Fill and Build” from Amy Benson for the Michigan Quarterly Review's Winter 2025 Issue: I've been working on a manuscript about rising seas and the myths about floods that have been told in the past, are being told now, and might be told in the future. I got interested in the relationship between land and water and realized that I knew very little about the “ground” I was standing on in Manhattan, my home for fifteen years. I started researching the history of the land and how it has hardened and expanded over the centuries, and how the fresh water has been drained off, poisoned, and exiled to sewage pipes below ground. Following the water reveals the colonial and capitalist transformation of the island: what starts with foot long oysters in the pre-contact waters around Mannahatta ends with minuscule oysters trying to attach to new human-made reefs in New York Harbor made of waste metal and oyster shells salvaged from restaurants. 

On this podcast, learn about the history of the Statue of Liberty in New York Harbor; find out what a ‘polar vortex' is; hear about expressions from the past that are still in use, like ‘dialed in;' scientists find lead pollution in ancient Greece; then, expressing probability on Lesson of the Day.

On this podcast, learn about the history of the Statue of Liberty in New York Harbor; find out what a ‘polar vortex' is; hear about expressions from the past that are still in use, like ‘dialed in;' scientists find lead pollution in ancient Greece; then, expressing probability on Lesson of the Day.

Episode Summary This week on Live Like the World is Dying, Miriam and Inmn talk with the Billion Oysters Project about their goal of growing one billion oysters in the New York Harbor. Need we say more? It's one billion oysters! Guest Info Billion Oysters Project is a nonprofit dedicated to restoring oyster beds to the New York Harbor through public education initiatives. They can be found at https://www.billionoysterproject.org/ Host Info Inmn can be found on Instagram @shadowtail.artificery. Miriam can be found making funnies on the Strangers' Blue Sky @tangledwilderness.bsky.social Publisher Info This show is published by Strangers in A Tangled Wilderness. We can be found at www.tangledwilderness.org, or on Twitter @TangledWild and Instagram @Tangled_Wilderness and Blue Sky @tangledwilderness.bsky.social You can support the show on Patreon at www.patreon.com/strangersinatangledwilderness. Immortal Choir Kickstarter: https://www.kickstarter.com/projects/tangled-wilderness/the-immortal-choir-holds-every-voice Find out more at https://live-like-the-world-is-dying.pinecast.co This podcast is powered by Pinecast. Try Pinecast for free, forever, no credit card required. If you decide to upgrade, use coupon code r-69f62d for 40% off for 4 months, and support Live Like the World is Dying.

In this episode of SPACES, Dimitrius is joined by returning guest Dena Prastos, Founder and CEO of Indigo River, a pioneering women-owned design firm that specializes in progressive waterfront architecture and climate adaptation. As the first "waterfront architect," Dena has blazed a trail in creating resilient solutions at the water's edge, with projects spanning New York Harbor and beyond. Today we explore the evolution of waterfront infrastructure in New York City, particularly focusing on the development of a first-of-its-kind waterfront code. Dena discusses navigating complex regulatory environments, the pivotal role architects play in waterfront projects, and how the pressing challenges of climate change and rising sea levels are shaping the future of design. We also dive into the process of drafting adaptable regulations, and how sustainable, resilient design will be key in facing environmental challenges head-on. SPACES Episode 169: Waterfront ArchitectureSPACES "Going Green" Limited SeriesIf you enjoy our content, you can check out similar content from our fellow creators at Gābl Media. Spaces Podcast Spaces Podcast website Spaces Podcast // Gābl Media All rights reserved

Submarines are the silent hunters of the deep. From the large nuclear-powered boats of today's navies, to the German U-Boats of the First and Second World Wars, these machines hidden beneath the waves can change the course of history. In the United States, the first submersible was the Turtle with an egg-shaped hull designed by David Bushnell. This hand-powered submarine was used in a failed attempt to sink the British ship HMS Eagle in New York Harbor in 1776. Nearly one hundred years later the HL Hunley, a submarine built by the Confederate States of America, would become the first to sink an enemy vessel during the American Civil War. Learn more about your ad choices. Visit megaphone.fm/adchoices

Two years after the sinking of the USS Discovery, with Solid Snake confirmed dead and framed as the primary suspect, new FOXHOUND recruit Jack (codenamed Raiden) is sent to infiltrate the off-shore decontamination facility known as Big Shell, constructed shortly after the sinking of the Discovery, which, according to the government, spilled thousands of gallons of crude oil into the New York Harbor. Raiden is given orders to rescue the President of the United States and other hostages from the Sons of Liberty, a terrorist group who have seized control of Big Shell. The terrorists demand 30 billion dollars and claim that if this demand is not met, they will destroy Big Shell, igniting the oil spill in the harbor and burning the chlorides used for cleanup, creating high levels of dioxins that would wipe out the bay's ecosystem and become the worst environmental disaster in history. Meanwhile, US Navy Seal Team 10 carries out its own rescue mission, which is quickly thwarted. After coming face to face with Vamp, one of the terrorists with the Sons of Liberty, Raiden meets Iroquois Plissken, a surviving member of SEAL Team 10, who takes him to Peter Stillman, an explosives expert who reveals that Fatman—his former student now with the terrorists—has rigged Big Shell to explode. *Quick Note* One extra point to add about the conversation regarding Plissken and "spoilers" is that my first time playing the game--just a month ago for this series--was the Substance version, and then again with the latest HD collection release on PC. Because of this, I didn't see how the original Sons of Liberty release asked players whether they had played the first game or not. If you say that you have *not* played the original, you skip the Tanker sequence and would not have that part of the story for context as you meet Plissken, nor would you recognize the legendary Solid Snake if you were to see him face to face. This definitely changes things, and even in the game's latest release, you could skip the Tanker sequence and go straight to Big Shell. Still, I'm not sure why you would do that, and so under the context of the modern gaming landscape, and considering we have already covered Metal Gear Solid 1 on this podcast, it seems silly to pretend we don't know what's going on with Plissken. I appreciate your understanding.

MUTINY OR MURDER?  1/4: Sailing the Graveyard Sea: The Deathly Voyage of the Somers, the U.S. Navy's Only Mutiny, and the Trial That Gripped the Nation by  Richard Snow  (Author) https://www.amazon.com/Sailing-Graveyard-Sea-Deathly-Gripped/dp/1982185449 On December 16, 1842, the US brig-of-war Somers dropped anchor in the New York Harbor at the end of a voyage intended to teach a group of adolescents the rudiments of naval life. But this routine exercise ended in catastrophe. Commander Alexander Slidell Mackenzie came ashore claiming he had prevented a mutiny that would have left him and his officers dead. Some of the thwarted mutineers were being held under guard, but three had already been hanged at sea: Boatswain's Mate Samuel Cromwell, Seaman Elisha Small, and Acting Midshipman Philip Spencer, whose father was the secretary of war, John Spencer. 1867 FARRAGUT'S FLAGSHIP FRANKLIN

MUTINY OR MURDER? 2/4: Sailing the Graveyard Sea: The Deathly Voyage of the Somers, the U.S. Navy's Only Mutiny, and the Trial That Gripped the Nation by  Richard Snow  (Author) https://www.amazon.com/Sailing-Graveyard-Sea-Deathly-Gripped/dp/1982185449 On December 16, 1842, the US brig-of-war Somers dropped anchor in the New York Harbor at the end of a voyage intended to teach a group of adolescents the rudiments of naval life. But this routine exercise ended in catastrophe. Commander Alexander Slidell Mackenzie came ashore claiming he had prevented a mutiny that would have left him and his officers dead. Some of the thwarted mutineers were being held under guard, but three had already been hanged at sea: Boatswain's Mate Samuel Cromwell, Seaman Elisha Small, and Acting Midshipman Philip Spencer, whose father was the secretary of war, John Spencer. 1904 PORT ARTHUR GUNFIGHT

MUTINY OR MURDER? 3/4: Sailing the Graveyard Sea: The Deathly Voyage of the Somers, the U.S. Navy's Only Mutiny, and the Trial That Gripped the Nation by  Richard Snow  (Author) https://www.amazon.com/Sailing-Graveyard-Sea-Deathly-Gripped/dp/1982185449 On December 16, 1842, the US brig-of-war Somers dropped anchor in the New York Harbor at the end of a voyage intended to teach a group of adolescents the rudiments of naval life. But this routine exercise ended in catastrophe. Commander Alexander Slidell Mackenzie came ashore claiming he had prevented a mutiny that would have left him and his officers dead. Some of the thwarted mutineers were being held under guard, but three had already been hanged at sea: Boatswain's Mate Samuel Cromwell, Seaman Elisha Small, and Acting Midshipman Philip Spencer, whose father was the secretary of war, John Spencer. 1776 NEW YORK FROM THE HUDSON (NORTH RIVER)

MUTINY OR MURDER? 4/4: Sailing the Graveyard Sea: The Deathly Voyage of the Somers, the U.S. Navy's Only Mutiny, and the Trial That Gripped the Nation by  Richard Snow  (Author) https://www.amazon.com/Sailing-Graveyard-Sea-Deathly-Gripped/dp/1982185449 On December 16, 1842, the US brig-of-war Somers dropped anchor in the New York Harbor at the end of a voyage intended to teach a group of adolescents the rudiments of naval life. But this routine exercise ended in catastrophe. Commander Alexander Slidell Mackenzie came ashore claiming he had prevented a mutiny that would have left him and his officers dead. Some of the thwarted mutineers were being held under guard, but three had already been hanged at sea: Boatswain's Mate Samuel Cromwell, Seaman Elisha Small, and Acting Midshipman Philip Spencer, whose father was the secretary of war, John Spencer. 1752 PANAMA

Opening & closing music courtesy of Tuba Christmas Bowling Green Ky (Used with permission ) Tennebaum (opening) Carol of The Bells (closing) Digital Tax Tip of the DayDon't use your debit card at the Publix Pharmacy!The charge will appear on your statement as “grocery”. The store receipt is printed on heat-sensitive paper and will fade over time. Later this week on Content Matters, a homage to Bob Newhart -- I place a call to Joesph Pulitzer -- editor and publisher of the New York Sun and benefactor of Lady Liberty. He raised the money to build the pedestal on which she stands in New York Harbor.

Longtime liveaboard Stephenie Hollyman's life sounds like a fable. The seasoned captain and author was hooked early to the aquatic life, with stops as a New York Harbor tugboat cook, a Fulbright scholar and a lower Manhattan resident that shared a loft with a Pulitzer Prize-winning author. And that's just the tip of the iceberg.

On Saturday, November 9 elected officials, city residents and environmental leaders gathered on the banks of the Hudson River near the BASF toxic waste site in the City of Rensselaer to express strong opposition to a new incinerator project. A New Jersey company called Harbor Rock is eyeing the property to incinerate river sediment from the bottom of the Hudson River and possibly other rivers and New York Harbor. In part one of Hudson Mohawk's coverage, we hear from Jessica Welshans, a local resident, and Judith Enck, former regional administrator for the federal EPA. By Mark Dunlea for Hudson Mohawk Magazine. Audio provided by Sonja Stark.

October 28, 1886. French sculptor Frederic Bartholdi's colossal statue symbolizing French-US friendship is dedicated in New York Harbor. This episode originally aired in 2022.Support the show! Join Into History for ad-free listening and more.History Daily is a co-production of Airship and Noiser.Go to HistoryDaily.com for more history, daily.See Privacy Policy at https://art19.com/privacy and California Privacy Notice at https://art19.com/privacy#do-not-sell-my-info.

500 miles in an open 24 foot center console two years in a row? In 2022 Jeff and his son traveled the coast of New Jersey, into New York Harbor, up the Hudson, through the New York State Barge Canal System to Lake Ontario, across an inland sea to the Saint Lawrence River.  In 2023, they started at the intersection of the Mohawk and Hudson Rivers and went through Lake Champlain into Quebec, up the Saint Lawrence to Montreal, through the massive commercial locks to the Thousand Islands.  Epic adventures, and way more accessible than you think.  Email us at theboatyshow@gmail.com, follow on Instagram, Facebook, and Youtube @theboatyshow, leave a comment on Spotify. Thanks for listening! 

In June 1917, fourteen steamships and three Navy transports gathered in New York Harbor. They were accompanied by four cruisers, thirteen destroyers, two armed yachts, and two fuel tankers. By the end of the month, the flotilla had reached France, delivering fourteen thousand fresh American troops to join the Allied forces in World War I.

A mysterious pirate ship sails through time and lands in modern day New York Harbor.  There, our heroes meet Kara, a small town girl from Allentown.  Both are lost, albeit in different ways.  Join us for this ligh-heatred romp.Unlock an ad-free podcast experience with Caloroga Shark Media! Get all our shows on any player you love, hassle free! For Apple users, hit the banner on your Apple podcasts app. For Spotify or other players, visit caloroga.com/plus. No plug-ins needed!Subscribe now for exclusive shows like 'Palace Intrigue,' and get bonus content from Deep Crown (our exclusive Palace Insider!) Or get 'Daily Comedy News,' and '5 Good News Stories' with no commercials! Plans start at $4.99 per month, or save 20% with a yearly plan at $49.99. Join today and help support the show!We now have Merch!  FREE SHIPPING! Check out all the products like T-shirts, mugs, bags, jackets and more with logos and slogans from your favorite shows! Did we mention there's free shipping? Get 10% off with code NewMerch10 Go to Caloroga.comGet more info from Caloroga Shark Media and if you have any comments, suggestions, or just want to get in touch our email is info@caloroga.com

July 22, 2024 - We highlight an effort to restore the oyster population in New York Harbor and potentially improve the conditions of this polluted water. Our guests are Pete Malinowski, executive director of the Billion Oyster Project, and Luis Melendez, a boat captain with Riverkeeper.

Imagine you are on a ferry slowly approaching Liberty Island in New York Harbor. The sky is a brilliant blue with just a few clouds drifting overhead. There's a cool breeze; it's hitting your face, and the smell of salt from the ocean water is around you. To your right is the New York City skyline. Lower Manhattan is magical with all of its high rises, but nothing compares to the Statue of Liberty ahead of you. She's massive! In fact, if she were a building, she'd be about 20 stories high. Being in front of her, Lady Liberty is surreal because she's so well-known and such a powerful symbol of hope, freedom, and democracy. She's also a symbol of the United States, but what's her story? In today's lesson, you're going to hear a short story about the Statue of Liberty. In it, you'll hear ten irregular past tense verbs. Here they are: 1. to be 2. to take 3. to break 4. to bring 5. to build 6. to stand 7. to make 8. to flee 9. to see 10. to lead Make sure to subscribe for more English lessons!: https://podcast.americanenglishpodcast.com // Audio Lessons ABOUT ______ ○ English Idioms:

On this special Independence Day edition, Andrew Walworth, Carl Cannon, and Tom Bevan discuss the tradition of political oratory on the Fourth of July and preview three memorable addresses delivered to mark the occasion. First, a Fourth of July speech given by civil rights champion and former slave Frederick Douglass in 1852, followed by a reading of the speech by actor Ossie Davis, recorded by the Library of Congress in 1966. Next, a 1962 address by President John F. Kennedy given just days before the Fourth of July to Peace Corps workers in Mexico City. The introduction is followed by a recording of JFK's delivery of the speech. JFK delivered the remarks in response to the growing leftward movement of governments throughout Latin America just months before the Cuban Missile Crisis. And finally, a 1986 Independence Day address by President Ronald Reagan, followed by a recording of Reagan's delivery of the speech. The speech was given from the deck of the aircraft carrier the USS John F. Kennedy in New York Harbor, as part of a celebration of the restoration and centenary of the Statue of Liberty.

SailGP kicks off summer in New York City with the Mubadala New York Sail Grand Prix on June 22 - 23, 2024. Todd Harris, Stevie Morrison and Emily Nagel breakdown 3 Big Questions to set the scene for an exciting weekend of race action in New York Harbor.

The image of the skyscraper is the hallmark of the modern city. Futuristic depictions of urban landscapes nearly always feature towering structures high above the clouds. Today, however, developing countries seem to be putting the greatest effort into building the most impressive skyscrapers, from the Burj Khalifa in the UAE, to the future Jeddah Tower in Saudi Arabia. Whether you love them or hate them, it's worth asking why we build skyscrapers and what their role will be in future cities. Today on Faster, Please! — The Podcast, I sit down with Jason Barr, author of Cities in the Sky: The Quest to Build the World's Tallest Skyscrapers.Barr is a professor of economics at Rutgers University – Newark, and is a member of the Rutgers Global Urban Systems PhD program. He is also the author of Building the Skyline: The Birth and Growth of Manhattan's Skyscrapers.In This Episode* Demand for the skyscraper (1:35)* The end of the skyscraper (9:00)* Pillars of commerce (14:05)* The sky's the limit (18:36)* Manhattan extension (23:04)* Trends and styles (24:23)Below is a lightly edited transcript of our conversationThe image of the skyscraper is the hallmark of the modern city. Futuristic depictions of urban landscapes nearly always feature towering structures high above the clouds. Today, however, developing countries seem to be putting the greatest effort into building the most impressive skyscrapers, from the Burj Khalifa in the UAE, to the future Jeddah Tower in Saudi Arabia. Whether you love them or hate them, it's worth asking why we build skyscrapers and what their role will be in future cities. Today on Faster, Please! — The Podcast, I sit down with Jason Barr, author of Cities in the Sky: The Quest to Build the World's Tallest Skyscrapers.Barr is a professor of economics at Rutgers University – Newark, and is a member of the Rutgers Global Urban Systems PhD program. He is also the author of Building the Skyline: The Birth and Growth of Manhattan's Skyscrapers.Demand for the skyscraper (1:35)Pethokoukis: You obviously love skyscrapers, you're fascinated by them. You wrote a whole book on them. So I want to just start the very basic question: Why do skyscrapers fascinate you, and the people who aren't fascinated by them, what are they missing?Barr: Great questions. Well, I grew up on Long Island, and so I was always really fascinated with Manhattan. I grew up in the '70s, and so New York back then was a very dark, mysterious place for a youngster. So when I grew up, actually when I was in college, I started hanging out in the city. So to me, the skyline of Manhattan and New York City, they're just two sides of the same coin. I really developed an interest in tall buildings through my interest and fascination with Manhattan's and New York City's history.So when I came to Rutgers Newark, I just started doing research on tall buildings, especially in New York City: what was driving the heights of these buildings; there's all these interesting height cycles over the last 150 years. So I wrote my first book on the Manhattan skyline, that was called Building the Skyline, and then after that I thought, let's see what's happening around the rest of the world. So to me, the tall building is an interesting thing because it's part and parcel with urbanization, and I just personally don't think you could have one without the other.I think some people might think that skyscrapers are, at least for rich countries, that they're kind of a 20th-century thing that we did as we were growing, and cities were getting bigger, and skyscrapers are a part of that, but now they're for other parts of the world, parts of the world which are still urbanizing, which are still getting richer. Are skyscrapers are still a thing for America?The short answer is yes, but, given how dense cities are, tall buildings are just being added a lot more slowly. In New York, the population's kind of slowly growing, and so tall buildings are either replacing old buildings that are wearing out, or there's always this push by big global corporations to be in the newest and latest tall building. And obviously there's this international demand from people abroad to have an apartment — or national demand — global demand to have some kind of residential presence in New York. But the thing is, people in other countries: cities, planners, residents in other countries, they look to New York, they look to Chicago, and I think, for many of them, they see New York as something they want to emulate, and New York is, on just about almost any metric, it's probably the top global city. And so I think cities today, especially in China, and Asia more broadly, they're trying to kind of replicate that, what you might call “the Manhattan magic,” and I don't really think people in this country realize how much tall building construction is going on in other cities around the world. People in this country are a little bit more cynical about the role of the tall building in urban growth and in housing affordability and stuff like this, but other cities are basically going gangbusters, is a way to put it.Is that driven by fundamental economic forces? Is it kind of a “national greatness” kinds of signaling projects? Are there fundamental reasons, not just to build skyscrapers, but to build very, very tall skyscrapers?“All of the above” is the answer. Fundamentally, if there's many, many people who want to be working, living, playing in the center, the only way to accommodate the demand to be in the center is to make more land in the center, so the skyscraper, at its heart, is what I would say is “land in the sky.” You just go vertical because there's constraints on how much land there is in the center.Having said that, definitely the skyscraper is seen as a kind of way to advertise, a way to increase confidence in the place, and so you boost foreign direct investment. Observatories are huge money makers, there's a big tourism component. A lot of critics will say, “Oh, it's all about spectacle and ego.” But really, for the book, and just more broadly my research, when you drill down on the economics of these super tall buildings, not all of them are profitable or profit-maximizing, but they all have a strong economic rationale.Now, I just also want to say, China has its own thing going on, which sort of compounds the skyscraper construction-building there because of their unique governance structure and land ownership structure, but China is building tall buildings because, at the end of the day, there's a kind of, what I call, a “tall building bling.” There's just something that says, “This city is growing, this city is drawing population.” So we build a tall building and we boost confidence in the city. And it works, really.The pictures don't have to be too old, if you look at a picture of Shanghai, it looks a lot different not too long ago. It's almost as if a whole other city just kind of fell from the sky, a city of skyscrapers, and where there were once goats or something grazing, there's now a bunch of massive skyscrapers.Yeah, absolutely, and there's a few reasons for this. One is, I think Chinese residents more broadly see tall building as a natural way to live. I've talked to many Chinese residents, whether it's Shanghai or other cities, and to them, to own an apartment in the sky is like the greatest thing. It's their equivalent of the single family home in the United States. Living in the clouds is something many people aspire to. The other aspect of it is, Shanghai, and the Pudong neighborhood in Shanghai, was chosen basically to become a financial hub. Basically, the leaders were looking at Hong Kong and they thought it was a, to quote, I forgot the author, but to quote him in the book, the Shanghai officials and the National Party officials saw Hong Kong as that frustratingly free city, and so they wanted to create a kind of a financial hub in Shanghai. And so the Shanghai Tower, for example, is part of that plan to really draw people's attention to Shanghai, itself. So it was part of a master plan.The end of the skyscraper (9:00)I certainly remember that, after 9/11, I heard about “the end of the skyscraper,” and then during the pandemic, I heard about “the end of the city.” Now I'm guessing that cities will continue to exist and we're going to continue to build tall buildings.Absolutely. What 9/11 did was just make sure that we make our building safer with fire protection measures. In many Asian countries, every 20 floors, let's say, are mechanical floors, so you have the electric equipment, and the heating, and the cooling, and water tanks. They can also surround these in concrete, and so if something's on fire, if a floor is on fire, they can go to this hermetically sealed floor, a refuge floor, and stay there and be protected. And the elevator cores, they're made of concrete, and so you wouldn't have something like what happened on 9/11. So it didn't really impact the demand; 9/11 didn't impact the demand for the tall building, it just made us make tall buildings safer. And of course the downside is if you want to go into an office building, you have to have a swipe and you have to have an entry, so the negative of 9/11 was more about heightened security and increasing protections in a way that engenders a little bit more mistrust of us. But the demand didn't go away.Same thing with Covid. For big cities like New York and San Francisco, I'm sure the empty-office problem is going to dissipate. It'll take a while. This may be an overly broad statement, but the truth is, our present and future is in cities. The funny thing about the internet and social media and all that, it was supposed to allow us to suburbanize more, or run away from these big, overcrowded cities, but the truth is, social media and internet technology has just made cities even more important. So, as long as cities are growing, there'll be a demand for tall buildingsOf the tallest, I don't know, half-dozen buildings, have you been to all of them?That's a good question. I've been to the Shanghai Tower, which was the second-tallest building in the world, now is the third-tallest. The one that replaced it, I think it's [Merdeka 118] in Kuala Lumpur, I believe. I didn't go to that one yet because that just opened up recently. I've been to the Burj Khalifa, which is the world's tallest building. I'd have to look at the list. I've been to the Sears Tower, Empire State Building . . . Anyway, so I've been to a handful of them. I can't say I've been to every single one of the super-tall buildings in the worldAnd in any of those super-tall buildings, can you open a window? Why can't you open the windows in these skyscrapers?Well, the wind forces are just tremendous! The biggest problem engineering tall buildings is making sure that the building doesn't sway so that people feel it. The really fascinating thing about engineering tall buildings is this question: How do you allow the building to sway enough so that you don't have to — you don't want to over-engineer a building so that you make it perfectly stiff because that's just completely uneconomic to do that, but you want to make sure the building sways just enough so if you're sitting there reading a newspaper or drinking a cup of coffee on the top floor, you don't feel it. And so the wind forces high, a thousand feet in the air, are just so tremendous. I think if you open the window, everything would just would just blow away.I was thinking about some of those very, super-skinny residential buildings, which I guess seem to be becoming more popular, and do those people really feel the motion?From what I can tell, the short answer is no. There's one lawsuit in Manhattan, in particular, where the engineering wasn't exactly perfectly right, but I think that represents the exception that proves the rule. The building is safe, that's not the problem, it's just that, when you're dealing with these super-skinny buildings — these are kind of a new kind of breed of super-tall buildings, so sometimes the engineering isn't perfectly right, so they will figure out ways to kind of fix those problems. The problems are solvable, but sometimes if you don't get it 100 percent right, people complain, and obviously there's lawsuits and you have to go back in and tweak the engineering. But these things are selling for 70, 80, 100 million dollars for a penthouse on the 90th floor, so people still value them, and if motion sickness was a problem, they'd be worthless.Pillars of commerce (14:05)In the book, you run through a number of myths: tall buildings being only for the rich, that they drive up housing prices in cities, again, that you mentioned a little bit earlier, that they're somehow bad economic deals. All these myths all tend to be very negative.I'm not going to rename your book, but I could call it “Cathedrals in the Sky,” I mean, I think these are beautiful buildings that say a lot about human aspiration and to create a sense of awe. Boy, but some people just do not see it that way.I think there's a few strands; I've been thinking about this. There's a kind of a NIMBY strand, and sort of a NIMBY/gentrification strand. So people in the middle income, let's say, they see their housing prices going up, their rent going up, and then they see these billionaire condos, and so they, in my opinion, or based on my research, there's a confusion of correlation and causation. So the most visible manifestation in people's minds of gentrification and affordability problems are the super-slim buildings, but New York City has something like 3.6 million housing units, and if you look at the outlying areas of Queens and Staten Island, they're just covered in one- and two-family homes. Those neighborhoods have added barely any housing. So all of the housing — I'm exaggerating here when I say the word “all,” but the vast majority of new housing units happens in the center where either the zoning is more permissive, or old industrial sites come online and things like this, so people don't realize that the problem of housing affordability is citywide, it just looks naturally to be in their neighborhood where high rises are going up.Then there's another strand, which I would say is kind of the “Jane Jacobs strand” / the anti-public-housing strand. Jane Jacobs has some great points in her book, The Death and Life of Great American Cities about walkability, about eyes on the street. She wasn't a big fan of tall buildings, and this has kind of given rise to this whole movement of “human scale,” where five-story Greenwich Village buildings, or 10-story Parisian mansard-roof-type buildings are perfect, and any other deviation from that is somehow destroying the city. So there's that part of it, that people see tall buildings as somehow destroying the feel or the perfect fabric of the city. And lastly, obviously, some of the failures with the public housing policy has made people convinced that it's unhealthy to live in these tall buildings. I think that gets at what you're inquiring about. I think there's those different strains.I wonder if part of it stems for a confusion about what are cities for, and I mean cities are, for a large part, are where people to come together for jobs and to conduct commerce. And if you think of them that way, then certain things make sense; but if you think of them as, I don't know, some sort of urban retreat, where it's kind of like a garden or . . . I don't know, but it's a very different view, and perhaps it is not just about bike paths, but it's about what facilitates people to connect.Without jobs, without a labor market, there's no purpose to have a city. Maybe in the 18th or 19th century, you can create a city for the king or the empire, as are many examples, or the Vatican or something like this; so you can have these sort of political capital cities, or even Washington DC, but, fundamentally, 99 percent of the world's cities are places where people go to work, and so, if you don't allow the labor market to function properly, which means having a functioning housing market, then all these ideas about “the good city” and “the perfectly crafted city,” they kind of are irrelevant.So you have to start with: what makes a city grow, what makes people productive, and then how do we accommodate that? To the extent that we can improve design, all the better. There's always a million ways to make things better for people design-wise. I think bike lanes are great, and I think pedestrian-friendly cities are better than car-centric cities, but you can't start with designing the city first and then seeing what happens. You have to start with “let's make an attractive place to live and work” first, and then work on the design feature second.The sky's the limit (18:36)How tall are these buildings going to get?Okay, well, the next world's tallest building is going to be one kilometer: The Jeddah Tower, which had started, I think back in 2013 or 2015, had been stalled, there was some sort of political turmoil in Saudi Arabia, and they've just restarted this Jeddah Tower in the city of Jeddah. And so when that's completed, that's going to be one kilometer. There were some plans floated to have a two-kilometer building in Riyadh. I don't think anyone really thinks that's going to happen.How long does it take to get up to your office in a two-kilometer building?Well, that's the thing. They're coming up with new ways to get people up there faster. The old conventional steel cables could maybe go 500 meters or something like that, which is maybe 80 floors or something. Maybe if you had a really good cable, you can get people to 80 floors and then they'd have to switch. Now they have these composite . . . it's KONE UltraRope, which could go 1000 meters, which could go basically one kilometer continuously. So if you can get people from the ground floor to wherever their destination is within a minute, that's kind of like the golden rule here. People are not willing to wait more than a minute once they get in the elevator. The trick really is the ear pressure, and that's probably the hardest part because you're going up so quickly, the air pressure changes, so you have to figure out ways to make sure the cabin remains pressurized, and then there's the air pressure up on the highest floors. So that, I would argue, is the fundamental issue that's going to be coming next on the horizon is how to efficiently pressurize the highest floors. Let's say you're a mile high; if you're a mile high on the top floor, that's the equivalent of going from New York to Denver in a minute, or two minutes. So you have to figure out a way how to pressurize the entire building so it has a constant air pressure.If I were to look at the skyline of major American cities 50 years from now, would you expect them to be radically different, futuristic looking, maybe not two-kilometer buildings, but a lot of very, very tall buildings? Or is it again, if they're not growing, if population isn't growing, then that won't happen?People are always asking me what I think about the doom loops and all that. Pick New York as one end of the spectrum: It's always going to be adding new buildings, that's just in its DNA, and so you're going to have this kind of collage of different building styles. But other cities, smaller cities, maybe where people are moving now because working from home, they'll add a few tall buildings here, they'll have mini-skylines. Then the other cities, like a St. Louis, that's just going to have to kind of figure out a plan for growth. So I don't see the world as a kind of Jetsons-type world.I mean, you never know what's going to happen with the technology. There's one company, TK or Thyssenkrupp elevators, they're working on Maglev elevators, and this can actually be a game changer because you have these shafts, so the Maglev elevator cars, they can go up or down or they can go horizontal. Part of the goal with that is that everybody has their own — if it's an apartment building, they have their own elevator car, it takes them up to their apartment, it becomes the door. So that could be a real game changer . . . And then you could run these things horizontally. So if you have these Maglev elevators, you can not only run them horizontally within the building, but, in principle, if you could work out property rights or whatever, you could connect these things across buildings. But at the end of the day, it's really about preferences and a kind of cultural perception of the tall building, and I just don't see us in the United States us having a dramatic, country-wide rethinking of where we live. There's always going to be this desire for the single-family home in the suburbs. Now maybe that'll diminish to some degree, but as long as people see their own little house as their own little castle . . .Unlike China, where there seems to be a great desire to live in these kinds of buildings.Manhattan extension (23:04)Have you had any takers about your proposal to make Manhattan bigger?No.You would extend it by about 2000 acres and maybe build some tall buildings on that, I don't know.The idea would be to create a new mini-Manhattan extending Manhattan into New York Harbor. Just briefly, the idea was both to add more housing and add more land, and to protect lower Manhattan against sea level rises and so forth. I proposed this in a New York Times op-ed piece, and, naturally, I would say the majority of commenters and people had this sort of kneejerk reaction against it.I had a kneejerk reaction for it! I loved it!You are part of a small, select core of appreciators, let's say. Having said that, in the 21st century it's just not something I think most people are willing to wrap their heads around. SoTo me, that's an idea with the future, and I think you should not be dejected that it was not initially well-received. I think that kind of idea might actually have some legs.Trends and styles (24:23)Finally, let me ask you, whether it's because of computers or new materials, would we expect skyscrapers in the future to look any differently? I think some people would love to go back to the 1930s style. They love that style of skyscraper, and they don't like the glass-and-steel, very rectangular skyscraper; they want it to look like Gotham City or something.Actually, if you look in Manhattan, in Brooklyn there's one, I think they're calling it something like the “Dark Knight Tower” or the “Gotham Tower.” It's in Brooklyn and it has this almost art deco sort of —It slipped my mind, I was thinking art deco, yes.And there's a high rise apartment near Columbia University, which uses the same color masonry as the surrounding buildings. I think it's the Union Theological Seminary, which sold some of the land to build a high rise. It sort of blends in. So I guess the question is really architecturally speaking, and it's sort of hard to say. I think maybe there'll be some neo-historical buildings coming up here or there, but there's two things: One is that people like glass windows. People love to have light and views, and so that's really just pushing the glass buildings. I think developers like glass too, because it's easy to work with, and architects — if you're a developer and you want a super-tall building, you usually go to a handful of architects and you have some kind of design competition, and, chances are, you're going to get something that looks full of glass and has some funky geometry to it.But they seem more twisty than they used to, so they're not just perfect rectangles.Right, so you're creating a lot of illusion. The interesting thing is, at the end of the day, you can only have certain internal shapes because you need functional spaces, so you have to have illusion with the twisting and these sort of Jenga towers, and a lot of that is due to massive improvements in computer technology; so the rendering software has dramatically improved, the engineering know-how, the engineering technology improved, you can send your designs right to the manufacturer where they can then use the computer programs to design exactly the shapes and sizes.So it's the learning curve of every building that you do adds to the knowledge of how to do something a little bit different, or some version of something before, and also just massive computer power. I think there'll be a lot more of these sort of funky architectural shape. How they hold up, only time tells. In the '80s there was this massive postmodern boom with all kinds of pastiche-type buildings with all kinds of references to old buildings, and funky buildings, and some of those haven't held up as well.Frankly, I'm from Chicago, and I know exactly what you're talking about. Also being from Chicago, I appreciate you calling that building the Sears Tower rather than what other name they try to put on it. Last question: Do you have a favorite skyscraper?I'm from New York and I like the Empire State Building, and it's not just because architecturally a classic building, but it speaks to New York as a city of strivers. And the more research I did into the Empire State Building, the more I appreciate the sheer guts of these guys who built this building. And the thing is, when it was completed in 1931, Great Depression was really starting to kick into high gear, and so the building was unrented, and it kind of gave this whole mythology about how these guys didn't know what they were doing, but when you crunch the numbers, they knew exactly what they were doing. They knew what the landscape looked like for New York, and the costs, and the revenues. Nobody saw the Great Depression coming, and so to say that the Great Depression showed how foolish these were, I just think it's a bad standard to hold them to. And if you look at the revenues and them building value over its 90-whatever, 93-year history, it's been a money-maker for almost a century. After the Great Depression, it recovered and has become an icon and a moneymaker, so what's not to love about that?Faster, Please! is a reader-supported publication. To receive new posts and support my work, consider becoming a free or paid subscriber. This is a public episode. 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America's first submarine dates to the Revolutionary War. Built by a Connecticut inventor, it sailed into New York Harbor in 1776 with a mission to blow up a British warship. It was ahead of its time — maybe a little too ahead of its time. There are a few places you can see replicas of the Turtle — and one of them is at the Connecticut River Museum in Essex.

In 1860, a vessel, adrift in New York Harbor, was towed, boarded, and searched - only to reveal that the crew had been brutally murdered. What happened aboard the oyster sloop? What IS an oyster sloop? And how did investigators link the crime to one of New York's most notorious pirates? Find out on this week's episode of the New York Mystery Machine. Available wherever you stream podcasts! Be sure to Subscribe, Rate, & Review on Apple Podcasts, Spotify, and Audible! Have a Hot Take? Call the NYMM Hot Take Hotline to leave it in a message: (917) 426-4262 Have a strange and/or paranormal story? ⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠Share it here!⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠ Support the show by becoming a sponsor on our Patreon: ⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠www.Patreon.com/NYMysteryMachine⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠ NYMM Merch! ⁠⁠⁠⁠⁠⁠⁠⁠⁠https://nymysterymachine.myspreadshop.com/⁠⁠⁠⁠⁠⁠⁠⁠⁠ Don't forget to follow us on all the socials: Instagram: ⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠@NYMysteryMachine⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠ | TikTok: ⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠@NYMysteryMachine⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠ | X: ⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠@NYMysteries⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠ | Facebook: ⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠@NYMysteryMachine⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠ -- THANK YOU TO OUR SPONSORS: AUDIBLE: Get a FREE 30 Day Trial by heading to ⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠www.AudibleTrial.com/NYMysteryMachine⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠ HUNT A KILLER: Receive 20% off your first Hunt a Killer subscription box at www.HuntAKiller.com with the code NYMYSTERYMACHINE at checkout! RIVERSIDE.FM: Looking to record podcast, but need software? Head to ⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠https://riverside.fm/?via=nymysterymachine⁠⁠⁠⁠⁠⁠⁠⁠⁠⁠

Sandy Hook Light Station, photo by Jeremy D'Entremont. The lighthouse that stands at the end of the long spit of land known as Sandy Hook, on the approach to New York Harbor, began service in 1764, making it the oldest standing lighthouse tower in the United States. The octagonal rubblestone tower stands 103 feet tall. Tom Hoffman The light remains active, with the Fresnel lens still in place. Ownership was transferred to the National Park Service in 1996, and the lighthouse is now part of the Gateway National Recreation Area. The tower is open seasonally, and there's a visitor center in the former keepers' house. In 1964, Sandy Hook became one of the small number of lighthouses designated a National Historic landmark. Tom Hoffman, our guest today, is the historian for the Gateway National Recreation Area. He's also the author of the book Fort Hancock, published by Arcadia Publishing. His association with Sandy Hook goes back 50 years.

In this episode, we explored the transformative power of conservation storytelling with Jared Lipworth, the executive producer of the documentary series 'Wild Hope' from an interview in 2023. Discover how communities worldwide are forging new paths to environmental recovery, even in the face of extinctions, superstorms, and climate tipping points. From the restoration of New York Harbor with oysters to the rebirth of Mozambique's Gorongosa National Park, these stories offer a beacon of hope and a roadmap for sustainable coexistence. Tune in to learn how local actions are making a global impact and why storytelling is an essential tool in the fight for a healthier planet. Some have even argued that storytelling is a sort of climate action. We spoke with Jared Lipworth, Executive Producer of a new documentary series called Wild Hope [https://www.wildhope.tv/] available on the web and on PBS, based on Andrew Balmford's book of the same name. It endeavors to tell the stories of ordinary people leading a collaborative environmental recovery in the face of extinctions, superstorms, and climate tipping points. For an extended interview and other benefits, become an EcoJustice Radio patron at https://www.patreon.com/posts/jared-lipworth-88819214 Jared Lipworth is Executive Producer of Wild Hope [https://www.wildhope.tv/] and other productions at HHMI Tangled Bank Studios [https://www.tangledbankstudios.org/], including the recently-released Giant Screen film: “The Blue Whale: Return of the Giants.” Jared also heads up the outreach department at Tangled Bank, where he oversees national impact campaigns designed to foster better local appreciation and understanding of science and nature. Jack Eidt is an urban planner, environmental journalist, and climate organizer, as well as award-winning fiction writer. He is Co-Founder of SoCal 350 Climate Action and Executive Producer of EcoJustice Radio. He is also Founder and Publisher of WilderUtopia [https://wilderutopia.com], a website dedicated to the question of Earth sustainability, finding society-level solutions to environmental, community, economic, transportation and energy needs. Podcast Website: http://ecojusticeradio.org/ Podcast Blog: https://www.wilderutopia.com/category/ecojustice-radio/ Support the Podcast: Patreon https://www.patreon.com/ecojusticeradio PayPal https://www.paypal.com/donate/?hosted_button_id=LBGXTRM292TFC&source=url Executive Producer and Host: Jack Eidt Engineer and Original Music: Blake Quake Beats

Tides of Change for the Future of Waterfront ArchitectureJoin us as we dive into the world of waterfront architecture with Dena Prastos, the visionary founder and CEO of Indigo River. In this podcast, Dena shares her remarkable journey from being a licensed architect with a civil engineering background to pioneering the concept of a "waterfront architect."Through her firm, Indigo River, Dena leads a team of innovative minds dedicated to progressive waterfront architecture, resilience, and climate adaptation. Drawing on her Alaskan roots and her deep appreciation for nature's resilience, Dena discusses how her upbringing has shaped her approach to designing in some of the world's harshest conditions.From the bustling shores of New York Harbor to projects around the globe, Dena and her team tackle challenges at the water's edge with a transdisciplinary lens, blending design, engineering, and technology. With a focus on climate adaptation, Indigo River's portfolio includes transformative projects like the East Side Coastal Resiliency in Manhattan, Robert De Niro's Wildflower Studios in Astoria, and the River Ring in Williamsburg.Join us for an insightful conversation with Dena Prastos as we explore the intersection of design, nature, and technology in shaping resilient waterfront communities. This week at EntreArchitect Podcast, Tides of Change for the Future of Waterfront Architecture with Dena Prastos.Connect with Dena online at Indigo River, or find her on LinkedIn and Instagram.Please visit Our Platform SponsorsMGS Global Group can lighten your load by handling all of your drafting and rendering needs. They work is an extension of your team and follow your standards to ensure the quality and accuracy of your drawings. Visit mgsglobalgroup.com and book your free consultation today.ARCAT's SpecWizard™ is the tool that will help you save time writing specifications. It's a free, patented tool that allows you to select products and options error free and generate a three part specification in minutes. Go to ARCAT.comand try SpecWizard™ today.Visit our Platform Sponsors today and thank them for supporting YOU... The EntreArchitect Community of small firm architects.Mentioned in this episode:ArchIT

CONTACT YOUR LOCAL CONGRESSMAN:    https://www.boatingunited.org/take-action/congress-protect-boaters-speed-restrictions/?   Summary   In this conversation, Katie C. Sawyer and John DePersenaire discuss the proposed rule for the North Atlantic right whale situation and its implications for boaters and seaboard communities. They highlight the importance of speed for recreational fishermen and the economic impact of the proposed rule. They also emphasize the need for collaboration and the use of technology to address the issue. The regulatory process and timeline are also discussed. The conversation discusses the dual path process of rulemaking, with an interagency review and a public side. The role of the Office of Information and Regulatory Affairs (OIRA) is explained, along with the challenges of the public not being aware of any changes made to the rule. The formation and work of the Whale and Vessel Safety Task Force is highlighted. The current stage of the rule being in OIRA's hands is discussed, along with the strategy for the ongoing public comment period. The involvement of the Small Business Administration and the importance of a comprehensive approach are emphasized. The potential of recreational anglers as an untapped resource is mentioned, and a call to action is made to reach out to local congressmen and participate in the Boating United action alert.   Takeaways   The proposed rule for the North Atlantic right whale situation has significant implications for fishermen, including economic impact and access to fisheries. Speed is essential for fishermen to reach fishing grounds and maximize their trips, and the proposed rule would greatly restrict their ability to do so. Collaboration and the use of technology, such as artificial intelligence and marine electronics, can help reduce the risk of vessel strikes on whales. The regulatory process for the proposed rule involves public comments and review by various agencies, with the final decision taking into account economic impacts and other factors. The rulemaking process involves both an interagency review and a public side, with the Office of Information and Regulatory Affairs (OIRA) playing a key role. The public is not made aware of any changes made to the rule during the interagency review, creating uncertainty. The Whale and Vessel Safety Task Force is working on a comprehensive approach to reduce vessel strike risk and protect North Atlantic right whales. The current stage of the rule is in OIRA's hands, and there is an ongoing public comment period.a The involvement of the Small Business Administration and the need for a balanced approach that considers both industry needs and whale protection are important. Recreational anglers have the potential to contribute valuable information and technology to mitigate the risk of vessel strikes.   Transcript   Katie (01:42.718) What's up, you guys? Welcome to the Katie C. Sawyer podcast. I'm sitting down with John DePerson here today. John, tell us a little bit about yourself and who you are. John DePersenaire (02:26.149) Yeah, sure. Thank you, Katie. And thanks for having me on. So my name is John DePersonere and I'm the Director of Government Affairs. So that's a really broad title and it really encompasses a lot of different aspects of my portfolio of work. So obviously things like regulatory issues, government affairs issues, things that have to do with either regulatory or legislation that impacts us as a manufacturer in the marine industry, but also how our customers use the boats. So like fisheries management, that's all really important part of that. as well, but also then on the sustainability side, looking at things like efficiency, looking at our energy use, looking at our waste stream, all those sort of things, supporting efforts to support fish habitat and some other projects that we're doing. So it's a really broad scope of work and it's really, really interesting. Katie (03:23.458) That's awesome. That's a huge responsibility on your end. And like you said, broad. Before I started fishing, I was working, not even close, but I was working as director of environmental health and safety for an oil and gas company. And it's just like there's like this entire channel of products that you're supposed to manage. And you're like, I like this is so, so broad. But that's amazing. I'm really, really honored to be sitting with you here today. Thank you so much for giving your time. I really want to jump into what's going on. on right now with the North Atlantic right whale situation and the proposed rule that was set forth in August of 2022 and how that's affected us and what we can see moving forward. So can you just give us a little bit of a status on what's going on with the right whales and what the what rule was proposed as a reaction of that? John DePersenaire (04:17.536) Yeah, so, you know, this is an issue the industry has really been following carefully for the past year and a half now. And as you said, you know, this proposed rule came out in August of 2022, and it was driven by NOAA. So NOAA has a an office within it's called the Office of Protective Resources. And their job is to carry out and implement. the mandates of the Marine Mammal Protection Act and the Endangered Species Act. So with North Atlantic right whales, they are, there's no question that they are in pretty serious, dire concern in terms of a population size. And just, you know, recognizing the history of that species, it really was one of the targeted, most targeted species in commercial whaling for centuries, which really- drove down the population, but also imposed some sort of ecological constraints, which just made it much harder to rebuild when commercial whaling stops. So like when you fish a, or not even fish, but when you hunt a population down that low, you start to have genetic issues. And we see that like with, you know, upland hunting and things like that, you try to manage for a strong gene stock. And so that was one of the constraints. So that like, you know, if you look at reproductive output for North Atlantic right whales, it has been trailing off. And so it just makes it that much harder to rebuild. So they know the two main sources of mortality for North Atlantic right whales are entanglement with fishing gear, mostly lobster pots up in Massachusetts and North and also up in Canada where they spend their summers and vessel strikes. And so NOAA has been trying to... up with management measures that addressed those two sources of mortality. And so the rule that came out in August, that was directed towards the latter, that was directed towards reducing risk of vessel strikes. And what that did was it expanded upon an existing rule that was in place starting in 2008. And what it did was it dropped the size class of vessel that would be subject to vessel speed rules. It expanded the areas that would be subject to the seasonal management areas. John DePersenaire (06:39.036) And it also expanded the vessels. So it dropped it down from 65 and above down to 35 feet and above. And so what that really did was originally the 2008 rule was really focused more on the ocean-going vessels, so like the container ships, the tankers, some of those really high displacement, high tonnage boats. It also captured some of the recreational fleet as well. but the intent was really the bigger ocean growing vessels. And so this step now starts to bring in a massively different segment of the fleet now. And you're starting to bring in center consoles and a whole bunch of boats that have probably never even seen a North Atlantic right whale. And so this is all about reducing risk. And this is what is somewhat different than what we typically deal with fisheries management. Katie, I know you're really versed on highly migratory species, you know, and so a lot of times we're dealing with, you know, quota setting and, you know, really specific percent reductions, trying to get to a sustainable biomass and things like that. So we can tailor regulations based on that percent reduction we have to achieve. This is a little bit more nebulous in the sense that we don't actually have that number that we need to reduce risk by. And so that's a really challenging thing. for us to look at. And so we're just not versed in trying to figure out how we come up with a solution to that. And so when we first saw the rule, we're like, oh my God, this is gonna impact a vast number of boats. For a lot of people, it's gonna go into effect November 1st and last through the end of May. So those are really, really important times of year for up and down the coast now. I mean, as you know, like we have some of the best tuna fishing off of... New York and New Jersey now in November and December, which is crazy to think, but I mean, it's just, those are no longer months when people have their boat out of the water and up on the hard for the winter. It's, you know, we're fishing all the way through January. And so that becomes a real, real big impact. Also guys that move their boats from say our area down to South Florida in the fall, you know, they're gonna be subject to this. And so what, you know, typically is a... John DePersenaire (09:02.128) know, two, three day trip now becomes something massively different when you're going 10 knots. And so there's all sort of implications that we have to think about in terms of impacts of this. But one of our biggest criticisms was obviously, you know, a recreational boat hitting a North Atlantic right whale is an extremely rare instance. In fact, we have some third party analysis that really shows that it is like that one in a million chance. I mean, that really is numbers of boats and the numbers of strikes that are attributed to those boats under 65 feet. But the other thing that we were we were sort of upset about was that there was really no alternative in there that took into consideration technology, right? And so, you know, Katie, I know you've run boats for a long time and, you know, boats are constantly improving it. And so for, you know, every time you come out with a new model, it's always safer than the last model. And that's just a function of, you know, engineering, design, improvements in marine electronics. And so safety is just one of those key elements when you're building boats, you know, safety, efficiency, performance, amenities are sort of like the top four things, right? And so a big part of safety is collision avoidance. Like, and we don't want to hit anything that's on the water. I mean, you know, like, Katie (10:29.37) I think what a lot of people don't understand is that a vessel between 35-65 foot, if it hits a whale, we know and there's gonna be damage. There's gonna be significant damage to the vessel and like you said, potentially the safety of the people on board. That's a really good point. John DePersenaire (10:47.82) Yeah, so I mean, the point is, is that, you know, this is a space that, you know, we and other builders and the whole marine industry are constantly working on. It's not like we just heard about this rule and like, now let's figure out something to do here to not hit whales. Like this is just something we do and not to put it in a in-person way, but a North Atlantic right whale is just another object in the water that we do not want to hit. And we have been developing products over these years that allows us not to hit them at a reduced rate. So. We've been making progress on this and we were, it was unfortunate that there were no alternatives that kind of gave us credit for that or provided an opportunity to explore how technology can reduce risk. So, of course. Katie (11:31.502) I'm going to stop you right there before you go on because this is a great segue. The first thing I want to touch on is you said a couple things throughout that were interesting points. So from what I understand, correct me if I'm wrong, in 2008 there were speed reduction zones put in place in the Atlantic Northwest of the ocean, Atlantic Northwest, Northeast of the U.S. That always gets confusing for me. Where speed reduction zones for ships above 65 foot. length. Is that correct? John DePersenaire (12:03.6) That is correct. And most of those areas were around sort of the entrances to major courts. So like the approach to New York Harbor, Delaware Bay, Chesapeake Bay, Cape Fear. Then there was also areas south of Cape Hatteras where there are seasonal nursing areas and calving areas. So like where the mother and the calf are spending a lot of time down there in the winter time. And they are vulnerable down there, there's no question. Katie (12:29.118) Yeah, for sure. And it's specific in areas where you see a lot of cargo ships coming through because it's significant to global trade and economy. Now, can you tell us a little bit about how, if there was any impact on our economy based on the speed reduction zones for vessels of that size? John DePersenaire (12:49.304) Yeah, I mean, you know, one thing that's been interesting about this rule is it sort of brought a lot of different sectors together that typically didn't work on, you know, issues together. And so one of those, well, a couple of those sectors were pilots, you know, fast ferries, the shipping interests, the ports, and, you know, so offshore wind, you know, they all have really big concerns and they... speculate it's going to have implications not only for their operational needs, but also you think about just getting product to shelves. Does that impact supply chain issues? Does that impact availability of products? Does that impact cost to the consumer? So all those sort of things are playing into this and they certainly have implications that are not discrete to recreational fishing and boating, this is something that would impact a significantly broad part of the maritime commerce in general. Katie (13:56.398) Mm-hmm. But, okay, let's talk about how you said it's difficult, I believe, I think you said that it's difficult to quantify the population of whales right now. Do we know how long it takes for them to reproduce and they have how many, they have one pup, I think it's a pup, right, a whale? I'm not sure, one baby, a calf, that's right. A calf at a time, correct? And every now and then too, but like you were saying, John DePersenaire (14:18.835) Cheers. Katie (14:27.912) significantly decreased base to overfishing or over harvesting. So in the past, way years ago. So I just want to like really clear up the blurry areas of the last 15 years of regulation to help protect these Atlantic right whales. Is that what you said? Is it the population's difficult to quantify? John DePersenaire (14:53.912) Well, it's not typically challenging to quantify it. And in fact, North Atlantic right whales are probably one of the most studied and monitored large marine mammal populations in the world. I mean, that's a fact. What I think difficult is that, again, we're not seeing reproductive output that would sort of get us to that number that they believe it needs to be at to be considered sustainable. And so, like, for example, I'm not a North Atlantic right whale biologist, so I don't know the exact numbers in terms of, you know, their gestation period and how, you know, their sort of calving cycle. But I do know from a management standpoint, the agency is sort of looking for 50 calves a year to, for many years to get the population to a sustainable level. And if you look at reproductive output over the past, you know, 10 years, I don't think we've gotten to 50 once, you know. So it's sort of underperforming and there's a lot of reasons for that. You know, genetic issues are one, the population size is small, so it's harder for them to communicate and find the mates. You know, there's things happening with climate change and their food source, you know, they're really dependent on copepods and, you know, they're not sort of like a humpback that can, you know, switch from, you know, herring to bunker to, you know, anchovy, you know, like, you know, they're really discreet feeders and they are really keyed in on copepods. And so their availability of copepods is somewhat changing and perhaps putting them in more areas where they're vulnerable to things like ship strikes. So there's a lot of challenges that are happening there. Katie (16:37.45) Yes, excellent answer. I love it. So what we're seeing is we're trying to, well, Noah put forth a rule, a proposed rule to try and limit the speed of vessels to help protect these whales, but there's lots of potential issues associated with that. Now you mentioned taking into... Now, you mentioned taking into account technology. Can you go on that a little bit for me? John DePersenaire (17:07.936) Yeah, so, you know, and I think it's important, maybe your audience, it's not really important, but yeah, I know for some people involved with this issue, this is important, and they don't quite understand this, that for us, speed is an essential element of our boats, right? Not only is it, you know, safer, you know, to run a boat when it's, you know, operating at a, you know, at the most optimal speed. But for us, we're not necessarily designed to be out in weather that a container ship can be out in. And so speed allows us to maximize on these weather windows of opportunity, right? And so if we are trying to get to fishing grounds and it takes us say two hours to get out there, we can conduct our trip and get back before that weather turns and makes it unsafe out there. If we are now forced to, you know, to have that two hour trip now become six hours to get out to wherever those grounds are, that could put us in a unsafe situation or we just canceled the trip altogether because the weather window was not big enough. So speed is one of those things and just everything about our vessels is designed around performance, speed and range. And that's really the only way recreational guys can access the fisheries. I mean, we are not... commercial fishermen where we can go out, you know, 10 days at a time and, you know, say goodbye to the family and say, Hey, I'm going marlin fishing. I'll be back in 10 days. Maybe some people can do that, but you know, it's a different, it's a different element for us, you know? And so speed is, is it's not something we can dismiss and say, well, you guys can just go slow and still carry on your way. Like it doesn't work that way. Speed is an essential element of our boats. Katie (18:42.37) Yeah. Katie (18:54.002) And why is it important for these fishermen to be able to get out to the fishing grounds instead of canceling their trip when there's weather? Like tell us about the economic benefits of that. John DePersenaire (19:02.964) Oh, I mean, yeah, I mean, so well, I mean, it's well, first of all, it's it drives a significant economic impact. I mean, so just from Viking standpoint, I mean, this is a really prime example. You know, we're the leader of the world leader in terms of building sport fish boats. You know, we produce the most in the world and our boats are really designed exactly to go far and fast and engage the highly migratory species. And so if you take away our ability to. to go fast and access the fish that our boats are designed to do. I mean, the value of that goes down significantly, you know. And so, you know, we have over 2,000 employees that are just building boats to go fast and offshore. I mean, that's exactly what we have a workforce that's doing every day, you know, and that includes electronics folks and everything. So the impact is it just cannot be understated more. And I think what was so alarming in Katie (19:49.055) locally. John DePersenaire (20:03.46) the proposed rule in terms of the cost benefit analysis that NOAA put together, they did not understand that trips would be canceled and people wouldn't even take trips under a 10 knot limit. And so yeah, and this is the other thing that's really important. So it's not like these areas are going to be really, you know, discrete like they were in 2008 and they were around just, you know, entrances to inlets and ports and things like that. know, in some cases, like in the Middle Atlantic, they're going offshore 90, 100 miles, you know, and so, you know, it's hard to imagine even going 20 or 30 miles at 10 knots in a recreational boat. I mean, it's just, it's hard to imagine that. And I just know that would just drive people not to do it. Their boats would come out, you know, December or October 31st, they wouldn't go back in until June 1st, and, you know, you're missing a massive amount of economic activity for that. Katie (20:42.614) No, it's... John DePersenaire (20:57.268) And also, I mean, you're really denying a lot of people access to fisheries. So, you know, I know you're a big, you know, HMS fisherman. And so that's one of those fisheries where only the public can only access that through a boat. Like, so the HMS permit that everyone gets that goes out in Marlin and tuna fishes, you know, that's assigned to a vessel. It's not like you can fish for them from shore. It's just illegal to do that, quite frankly, which is an interesting discussion all in itself. But. Katie (20:57.364) Yeah. Katie (21:21.751) Yeah. John DePersenaire (21:25.42) So you have to go out on either your own boat, your friend's boat, a charter boat, a headboat, you know? And so when you start to think about how this would impact those boats, you almost become, it almost becomes an obstacle for the public to access those fisheries, which are really economically valuable, sustainably managed and really good eating, you know, for some of them, not marlin, of course. Katie (21:47.074) Mm-hmm. Yep. No. Yeah. John DePersenaire (21:50.36) But you know what I mean, so it becomes this impediment for the public to access a well-managed resource. And I think that's like a really unintended consequence that they didn't quite think about when they put this into place. Katie (22:02.166) Right, definitely. Because, I mean, it's not just, like you said, it's not just all the jobs that would be at risk at Viking. It's all of these seaboard communities that depend on the tourism, that depend on people wanting to go offshore and go fishing recreationally. Didn't you tell me, John, that you did a impact study on one specific operation and the amount of economic loss that company would had was just exponential? What was that? John DePersenaire (22:30.188) Yeah, so that's a tour boat captain out of North Jersey. And his specialty is getting folks out, particularly in the fall, to chase striped bass and tuna. And he's built a great business on that. He's got several captains, quite a few mates. He's got three boats. And just looking at his operation between the times that this rule would be in effect between November 1st and the end of May. He was looking at losing 70 trips. And so that was roughly working out to $140,000 a year, just for him. And it's not just him as the owner operator, but his mates, the other captains that run that boat, the people that detail and service his boat, the people he buys the bait from. It's just that you talked about, yeah, the marina where, I mean, all that shoreside infrastructure that supports the recreational fishery and commercial fishery would be impacted. Katie (23:09.567) Yeah. Katie (23:17.226) The Marina. All the support. Katie (23:28.09) Yeah. And then you have situations like, for example, the White Marlin Open in Ocean City, where I mean, it's not really in the zone, but you have I'm sorry, not really in the time frame, but you have so many people coming to these communities and it's quantifiable millions of dollars being brought into these communities just so that people can be a part of the recreational fishing sector. Like, I mean, that's crazy. That's crazy to me. Hotels, restaurants, all of that Katie (23:57.904) really big in the northeast. So I find that interesting. I'd like to also touch a little bit on how we have... there seems to be like a big disconnect between what people are, how some people are dubbed environmentalists. It's kind of like a like a bad word sometimes in our industry, which is strange because in my mind, like I'm an environmentalist 100%. I have a master's degree in environmental science, you know, like I, I'm an environmentalist, but I love the ocean. I'm also a fisherman. And I think that there's like this stipulation between the parties other every single time. And for example, I think that a lot of people think that fishermen aren't conservationists, that fishermen don't love the ocean, but we're the ones that are spending our lives out on the ocean that want to share that with other people. And I think it's important to really highlight the fact that a lot of times you'll see polarization between the parties, but that involving different stakeholders is really important in making educated good benefit of the whale population. You touched on how this has brought together a lot of different stakeholders. Can you tell me a little bit more about that? John DePersenaire (25:18.348) Yeah, and that's a really good perspective. And so, you know, one of the things that when we saw the rule come out and sort of analyzed it, and, you know, we obviously knew it was gonna have impacts from an economic standpoint and an access standpoint. But we also knew that there was other ways of addressing this. Like, we just feel like we're too smart of an industry not to come up with another way of, or providing another tool to help with this issue. And so what we did was we pulled together a task force of experts in various different fields, from marine electronics to analyzing very high resolution satellite to artificial intelligence, processing thermal imagery and visual imagery, forward-facing sonar, modelers that work on crime analysis, but they can see an application here for managing whales, even friends at like, you know, ROFs, which, you know, I know a lot of your listeners are really familiar with, you know, they have a really interesting approach that, you know, they analyze sea conditions looking for marlin and tuna, but that same application can be used to figure out where we may want to focus management efforts for North Atlantic right whale. So all of this gives us the ability to start to think about how we could more... Katie (26:36.45) So cool. John DePersenaire (26:43.3) dynamically manage this and also have more nuanced approaches that are consistent with what we see in terms of differences of risk across vessel classes. So like what we may want to see for say an ocean going vessel, like a container ship, may not be the best approach for what we see on a 35 foot center console. You know, there's just the attributes of those vessels. It's just vastly different. there's safety concerns that, say the center console can take a base of action, whereas a container ship just, they're not at liberty to take action or slow down or any of those things. So the idea of this task force was really to look at ways that we could start to think about it on that more nuanced level. And also a big part of that was really putting an aggressive thought towards leveraging technology. And again, I... spoke before about how we're always building a safer boat every day. It's not like we build a less safe boat tomorrow. We're just constantly improving upon that. But what's really interesting about the task force is that we've put this really aggressive focus on marine mammals. So we've always been trying to avoid anything that's in the water. And now we've just sort of thought about how we can be more. narrowly focused to speed up acceleration for marine mammals. So for instance, we did a pilot project last December off the coast of New Jersey and we affixed, you know, so Viking, Atlantic Marine Electronics, working with a company, you know, so we put a FLIR on top of a commercial fishing boat out of Barnegotte Light, you know, and FLIR is something you're familiar with, you know, a lot of our boats have that, you know, it's nothing new, right? And so what was really knew about this was that the FLIR feed was being processed real time by an artificial intelligence algorithm. So it was able to, as that feed was coming in, it was able to classify a whale spout, you know, so its breath, it could pick that up, and also its body. And so it was a really fascinating exercise to see what is possible. And it wasn't perfect. John DePersenaire (29:04.056) But as you know, with AI, it's just, the training is what makes it so good. So the more these things are used, the more data we can throw at them. That's what's really going to spark this innovation. That's what's really going to accelerate this process. And I think what's so interesting about that is that it's coming from the private sector. So you talked about environmentalists. It's, I'm not dismissing any other industry, but we're really at the forefront of trying to find. pathways here to reduce our risk of hitting whales. And that's a really important thing. So one of the things that the task force asked for, you know, over a year and a half ago was for NOAA to convene a workshop and to pull all these various stakeholders together, you know, and figure out how we can collaborate. You know, what are people working on in all these different buckets that have to sort of be addressed and come together to create this overall bigger risk reduction approach. And so that workshop was finally convened last week. And I think it demonstrated a couple of things. First of all, I think it demonstrated that we are sincere. We're here to work. We're not starting from zero. And we've been focusing on this over the past 12 months. The other, I think, really important thing was that we're open to working with anyone. So this is sort of separate from the vessel speed rule in the sense that we're committing long term to doing our part in this issue. And so we are willing to work with anyone. If anyone has a project that they've been working on that has some relevance for this and there's some ability to assist or support what they're doing or bringing them on. And we can provide vessel time on one of our demo boats or something like that. We are open to working through this solution in good faith. And that's something I think was, I think our industry really demonstrated that. commitment to this and I was very impressed and really I was quite proud, you know, to show us, you know, the garments, the Navico's, the, you know, the fathoms, the roffs of the world to show up and say, yeah, what can we do? You know, let's roll up our sleeves. Let's think about this as a problem that we can all collectively contribute to and make some real progress towards. So it was great to see that. Katie (31:18.766) Yeah. That's awesome. I love, I got chicken skin. That's super cool. Um, congratulations. Can you give us like a timeline breakdown? A little idea on the regulatory side, how it looks, because this is where things get a little blurry for me, if I'm being honest. But the regulatory side, how it looks, you, um, they, they proposed a rule. Then the Whale and Vessel Safety Task Force, that's what it's called, right? That's the name for it? Was assembled. And tell me a little bit about the timeline. that has ensued since the rule was proposed and what has gone on y'all's end and on the government end. John DePersenaire (31:58.124) Okay, yeah, so like you said, the rule was introduced in August of 2022, and it's following, it's moving forward with the traditional federal rulemaking process. So it was open for public comments for, originally it was open for 30 days, believe it or not. And so one of the first things we did, I think the next day or the day after that, Viking put in a request for an extension for the public comment period, because we just. I mean, we knew immediately that this was the most consequential regulation that was ever going to impact our industry. Katie (32:32.35) I mean it's crazy. You already touched on the fact that like 10 knots is so slow. You guys, 10 knots you get like approximately 10 miles in one hour. That is so slow. That's what we go at night when we can't see anything. John DePersenaire (32:37.448) Right. John DePersenaire (32:43.02) Yeah. Right. Right. And so we knew we needed more time. So we put that request in. We got another 30 days. So the comment period was open for a total of 60 days. And so there was over 90,000 comments that were submitted from various interest groups. And we're very passionate about this issue, but there's also that other side that are very passionate about whale conservation, and rightfully John DePersenaire (33:17.368) we agree that we need to do something to help them. Absolutely we do. And so when that comment period closes, Noah is then charged with reviewing all those comments and responding to them. Not necessarily each individual comment per se, but the general themes of the comments. So there could have been say, 5,000 comments that were all sort of geared in one direction or. there may be 10,000 comments that came from an action alert or something like that. So they can respond to them as an aggregate, not necessarily each individual one. And so they look at those comments and they take them into consideration and they think about how they could perhaps modify the regulation. And so they can do a couple of things. They can, they can make modifications in response to those comments where they can do nothing and move forward with it. And so that's something that the public is not aware. And when, yeah, and so when federal rulemaking is taking place, in fact, the agency charged with putting forward that rule typically has, you know, is not able to talk about specifics in terms of modifications to what they may be considering or may have done in that rule. So it's sort of an unknown how this is sort of playing out. And so, but. Katie (34:13.95) It's behind closed doors. John DePersenaire (34:37.44) it has taken a much longer time. So originally when the rule came out in 2022, there was this sense, again, I talked about that really short public comment period, 30 days, but there was also this thought that they wanted to hurry this up and have it in place by November of 2022. And so we were like, oh my God, how can this dig? And so that was sort of the timeframe that the agency was initially pushing. And so as you can see, that's been Katie (34:55.77) Oh my gosh. Ah! John DePersenaire (35:07.068) significantly, significantly extended and not just because of the impacts to, you know, again, going back not to the impacts just to us, you're talking about, you know, national economy wide sort of impacts that have to be considered. And it wasn't just us that were submitting comments with concerns, it was the ports, it was the pilot associations, it was the shipping interests, it was the ferries, it was a whole host of people that make a living or their businesses tied to moving on the oceans. So it's a big deal. And so, so as you can see, we're much farther along than the original timeframe that no one wanted to get this done by. And so now we've just transitioned into this final step. And so some of you may have seen the first week of March, the rule went from the Department of Commerce, it went to a small office within the White House. It's called the Office of Information and Regulatory Affairs. And that's sort of this final analysis where they look at all the work that NOAA has done in developing the rule. They look at their cost benefit analysis, their modeling exercises, how they are looking at risk reduction, what alternatives they've put forward, the economic impacts. So they look at sort of all of that. And they also, even though they're not necessarily a political branch, they look at sort of the of the White House, they also try to mesh up what this rule could do in terms of some of the priorities of the administration. So, you know, things like, you know, how will this impact American jobs? How would it impact domestic manufacturing? How would this impact inflation? How would this impact supply chain issues? All sort of things that we've been talking about over the past few years. So that could come into play in this, because of course, when... Katie (36:55.158) macroscopic view. John DePersenaire (37:01.46) no one in the Office of Protected Resources put forward a rule, they're not necessarily in the position where they have to give so much weight to some of those bigger sort of impacts. They're really just, again, their mandate is really to put forward measures that seek to protect and rebuild an endangered species. And that's, so this sort of all comes together at this final stage. And there are opportunities for the public to weigh in. There's also opportunities for, you know, members of Congress and other people to weigh in this process. It's sort of a dual path project that happened in parallel. One is an interagency review, which is not open to the public. So that's where this office of OIRA will reach out to, say, Interior or Commerce, all these different departments within the federal government, and ask about their input and thoughts on the rule and how it would impact the the issues and the stakeholders that they're charged with dealing with. And then also there's this public side. So the members of the public actually can request a meeting with OIRA and then the final stage. Katie (38:12.882) OIRA is Office of Information and Regulatory Affairs. And so when the rule got pushed to OIRA or given to OIRA, did it then become public knowledge or is it still all behind closed doors? We don't know what's going on after the comment period. John DePersenaire (38:17.68) That's right. John DePersenaire (38:29.26) Yeah, yeah, yeah. And that's what's so challenging about this. Again, I said there is an opportunity for the public to weigh in and have a meeting, but when the rule advances, the public is not made aware if any changes have been made. So we understand that some changes were in consideration, but we don't know specifics or if they address all of our concerns. We have no idea. Katie (38:54.818) from that public comment period, way at the beginning. Wow, so all this time, it's been behind closed doors. We have no idea what's being discussed or if there have been any changes being made. We can speculate on what's being discussed, but if there have been any changes being made, and then it gets pushed over to OIRA, we still don't know, but there is an opening for public comment. When is that opening for public comment? Has it already happened? John DePersenaire (38:57.296) Correct. Yes. John DePersenaire (39:21.912) So it starts when the rule is forwarded to OIRA. So it's open now as of the odds of March. And we don't know exactly when that closes. So there's a bit of uncertainty in the speed at which a rule can stay or advance out of OIRA. And there's a couple different things that could happen here. One, OIRA could review this and say there are concerns. And we need to go back and come up with different, or not different, but add different alternatives, or add new ways of dealing with this issue. So thinking back to the original rule that came out, there was a whole bunch of support documentation that was with that. And one of those was the draft environmental assessment. And in that assessment, it included five different alternatives. but all of them were exclusively focused on vessel speed. There was no consideration of technology or any other ways of reducing risk of vessel strikes. And so one thing that could happen is that OIRA looks at this and says, the economic impacts are significant enough that we want to send this back to NOAA for them to consider alternatives that could utilize existing technology or technologies that could be developed. to help with this issue of reducing risk. So that's a pathway that could be beneficial for us, or it could just move forward as written. Again, we don't know exactly how it's been rewritten, but it could just move forward and become final. Katie (41:00.13) So tell me how the building or the assembling of the Whale and Vessel Safety Task Force has played a role in this process. John DePersenaire (41:15.168) Yeah, it's been a really interesting, and I'm so grateful to the members who agreed to sit on that task force, because I think it's unprecedented in the sense that we've seen such a diverse field of experts really sit down and commit to working on this. So the task force is just a, basically it's a think tank, you know? But it has all the key elements, right? So, you know, obviously we're looking at things like detection. We're thinking about how detection information makes it out to the fleet. You know, how that one, you know, how we want that to display on someone's multifunction display. We're thinking about how we can better model. So we're thinking about this in a really holistic way. And we're trying to address all these different sort of puzzle pieces that have to come together. to ultimately get information out to operators. Because that's a huge part of this and something that is just so, it's just missing from the current approach is that if we can get information out to operators, information that's timely and relevant, there is a significant benefit in that. And as you know, as an operator, like, you know, you don't wanna be bombarded with information that's not relevant, right? You know, because the last thing you want is, Katie (42:41.358) Oh god no. John DePersenaire (42:43.076) being, you know, having all these alerts going off, because after three or four, you're like, oh, that was for, you know, an area 100 miles south of me. Like you're going to turn it off or silence it, you know? And so one of the big things that we really have to focus on is getting the most relevant, important information out to operators when they're in an area where they need to get that information. And that's a key element that this task force and what the industry is working on. So as you know, like, Katie (42:47.85) Mm-hmm, you get me. Yeah. John DePersenaire (43:11.056) There is a ton of research institutions out there that have been doing incredible work on North Atlantic right whales and marine mammals in general, like just experts. Awesome, they do such good work. But that information and that work has not much use for us in its present form. There has to be this connection to the marine industry to bring it all together and then to have a positive response. And that's ultimately what we're trying to do. We're trying to give... operators information so they can make decisions about their trips and also how they can make decisions about reducing risk of hitting wells, right? And so that is the real critical element where the task force and our industry plays a role that sort of no one else can. Like we have to be at the table if we want to see this complete solution, so to speak, come together. Katie (43:49.196) Right. Katie (44:04.826) Yes, okay, I love it. So not only has it been, has since the public comment period has been behind closed, I'm sorry. So not only has everything been behind closed doors since the initial public comment period, but this task force has been assembling. And didn't you guys push to have a NOAA representative sit aboard the task force so that they can know what's going on? John DePersenaire (44:31.904) Yeah, no, and it's been a great asset for us and I think for Noah as well. So we meet with that liaison once a month. And you know, I think that's a great It's a great commitment showing that they're willing to engage with us and share information. And one of the things from this workshop that we're really keen on doing is continuing that sense of collaboration that we saw during the workshop. I mean, I think the majority of people went into that really with, you know, this willingness to sit and talk with anyone and really figure out how we can work together on this issue. And so That's something we really want to continue with NOAA moving forward. You know, again, we may have concerns with the rule, but we're in complete agreement that we want to reduce vessel strike risk. So we are in parallel with them on that effort if they're willing to work with us. And everything we've seen so far since the workshop has been great. And we want to continue that type of synergy that we think is really essential for this type of problem. Katie (45:40.758) Well, on behalf of the industry, I think it's absolutely incredible that you guys have not only like just sat back after public comment period, but taken all this initiative to, like you said, take a holistic approach on the issue and to come forth and provide a solution and to fight to make sure that no one knows exactly what's going on and to have a liaison there. I think that's awesome. So the rule right now is in OI-Rez hands. Is that is that correct? John DePersenaire (46:09.764) That's correct. Katie (46:10.672) So you mentioned there's another opportunity for public comment, which is happening right now. But you don't know what's being discussed in the rule or what's being proposed moving forward or what Oryrus is exactly seeing. So what's your strategy going into this public comment period? Because you can't say what you said in the initial one because that's just a waste of time, right? So what's your mindset there? Like how are we looking at that? John DePersenaire (46:39.372) Yeah, so. Our strategy going into this is, again, we don't know what the rule is, but I mean, I think from Viking's, I'm just going to speak just from Viking standpoint, you know, we have, you know, just over 20 different models of boats. All of them are over 35 feet, except for three. So I mean, the impact to us is really, really significant. And even if they were to say, increase that minimum threshold from 35 up to 40, it really doesn't do much. for us. So our argument really has not changed even if say the rule has changed as it's progressed on to O'Rei-Ry. And again, we're just speculating. We don't know exactly what they've done to that rule. But there's really a couple of things that we are going to bring to those meetings and how we're going to try to address this. There still are really significant modeling flaws. So this is something we talked about early on. Katie is that, you know, the way no one looks at vessels and the risk is associated with that vessel. Originally, it was those 35 foot and up all had the same sort of characteristics, right? So you think about displacement and draft depth, you know, they are just vastly different between a Panama X container ship and a 35 foot center console. And so one of the big criticisms is like, you know, if you're going to model risk, I mean, come to us, get the data, we can show you what a 35 foot center console drafts, right? And what it does at 10 knots and actually how that draft actually to step tall, it starts to decrease as you get up on plane. So we can show you all of that. And we don't think that they've taken enough steps to get to that level of specificity that would make sense from a management standpoint. So we still think that they are vastly, vastly. Katie (48:12.715) Open book. John DePersenaire (48:35.936) inflating risk of recreational boats because they haven't, at least as far as I know, they have not come to any of the manufacturers to get those vessel specs, which would be critical to put into that risk encounter model, which is driving a lot of this. So that's something we will continue to point out. The other thing is that we sort of do now have real impacts. So we've had a few orders that have not gone through because of the vessel speed rule. So... no longer is this theoretical in terms of what it could do to an industry like recreational fishing and boating or a boat builder like flaking. We now have demonstrable impacts and it's not just us and our workforce. You know, for that boat in particular that was canceled, you know, there's 28 different suppliers that we go to from engines to stabilization to electronics packages to... know, riggers, rott holders, coolers, fish box appliances, like the list is significant, you know. So again, we can start to demonstrate that their cost benefit analysis, which put this at three, roughly $3,000 per vessel per year, was just vastly underestimated because we now have, you know, we now have one example where we can just say, we can walk through, you know, the spec sheet, the bill sheet for that boat and say like, Katie (49:47.227) Oh my gosh. John DePersenaire (49:59.512) what we had to go back to those people and say, this order is not going through now, we're gonna need to cancel this PO. And so, and also wrapped up in that boat was roughly 13,000 labor hours. So that's a big hit for a workforce that is here to build boats. So that's really what we're going into, but obviously other groups will be going in talking about the safety aspects, talking about the privacy aspects, knowing that AIS, a safety tool. is now being used for enforcement. And that's a huge concern. Talking about just the public's access to the resources, you know, these well-managed fisheries, which we've worked all so hard to get rebuilt and well-managed, and now all of a sudden, we're not going to have access to them for up to seven months out of the year. So those are all key issues that, you know, we are going to be going into this OIRA phase really trying to drive home. And of course, you know, small businesses will be weighing in as well. The ferries, the charterboat guys that, you know, can demonstrate lost trips during these periods of time. All that is really, really critical in this stage. Katie (51:06.914) I want to ask you about the small business and the inter, I don't remember the lingo, but the intergovernment relations or branches. We'll get to that. But first I would like for you to tell me, please tell me a little bit about how they're proposing for AIS to be used for surveillance and why that's an issue. Tell us what AIS is. Start from the beginning. John DePersenaire (51:27.488) Yeah, so that is it. Yeah, so AIS is Automatic Information System. And so the easiest way to think about AIS is almost like air traffic control. So when you pull up like flight aware, you can see the flight number, all the aspects about that plane, what its heading is. And we have something very similar on the marine side. And the rules for vessels that are required to carry AIS generally broken down into two classes. One is class A, those are vessels that are over 65 foot and engaged in commercial activities. So they have both receiving and transmitting AIS. And what that means is that they are sending out a signal that gives it's, you know, the vessel's identification, what its classification is, its heading and its speed, I believe, and also its position. So you can... Katie (52:18.89) Yeah, speed, length, and bear, yeah. John DePersenaire (52:22.028) So, right, so if you pull up something like marine traffic, you can actually see where all those big MERSC ships are, are going and all the tugs and tows are going because that's a really important thing to know. Like if you go out and fish for, you know, giants in the mud hole and spring fog, you really want to know those boats are coming, right? So it's a huge safety tool. Boats that are under 65 feet or non-class A vessels include a lot of like, you know, Vikings and sport fish boats. And they're typically, Katie (52:40.096) Yeah, definitely. John DePersenaire (52:52.044) receive only. So they get the benefit of receiving that AIS signal, but they don't have to transmit their information. And so what's been happening over the past few years is that NOAA enforcement has been going into these data sets of AIS data and they've been retrospectively investigating boats and seeing where they may have exceeded some of the existing, again, remember, going back to 2008, there have been some areas that have been placed since then for both 65 foot and bigger. And what they've done is they've gone back and figured out, just calculated if they exceeded the speed limits. In a lot of cases, it's not even like, you know, it's a 10 knots. Two years. Yeah. Or, and in cases, some cases it's like, you know, not even like, you know, they're going 40 miles an hour in this, you know, 10 knot zone. They're going like 13 knots, like something that Katie (53:34.89) It's not even real time. It's like going back and looking and then... John DePersenaire (53:49.396) And you know, running boats, like depending on the sea, you can be, you can be going between bouncing between eight and 12 a lot of times, right? Even if you're just trying to spend the tide or you're navigating an inlet. And so. Katie (53:50.882) with the current, yeah. Katie (53:55.534) 12. Yeah? Mm-hmm. Katie (54:01.226) especially when you're looking at a ship of that magnitude and size. John DePersenaire (54:04.14) Yeah, and so that's what I think is one of the most concerning parts of the enforcement aspect of this is that they're taking a tool that has been designed for a navigational aid and a significant safety benefit and using it for enforcement. And the last thing we want people to do is to second guess themselves, turn that thing off and be like, it's just not worth the risk because it's not like these fines are like, you know, Katie (54:23.646) Stop using it. Mm-hmm. Nope. No. John DePersenaire (54:31.192) you know, $50 for like an undersized fish. I mean, these are, you know, pretty significant fines, upwards of $7,500 of violation. So it's not like it's insignificant. Katie (54:38.199) Yeah. Katie (54:41.87) Oh my gosh, so this kind of like makes me sick a little bit, but obviously we want people to follow the rules. We don't want cargo ships going 30 knots in a 10 knot zone, you know, for sure. But like in my personal experience, you guys like. the AIS system in the central, in the Pacific, I know this isn't what we're talking about, but I'm just saying in the Pacific there's no shipping lanes. So it's a very, very essential safety tool that both you can see the ship and know where they're heading and what direction and what speed, especially when it's two in the morning and there's no moon. And they can also see where you are and your speed if you're underway or not. And I mean, you have to have AIS. And looking at I don't have a lot of experience in the Northeast, but I do know that there is significant fog conditions and we already touched on the fact that there's like a lot of ship traffic and a lot of boat traffic because these are really big ports. And like John just said, I just have to reiterate this that no, we don't want vessels to be going too fast in these zones. But what we really do not want is for people, for humans to be turning off their AIS system be a like a sea that's pushing you a little bit further because you're trying to get out of a storm, whatever it might be, and turning their AIS off and putting themselves at risk. So yeah, no, there's a that's a that's a big issue. John DePersenaire (56:14.668) Yeah, and so like for the Northeast in particular, you know, like, you know, New York is now considered the busiest port in the U S you know, and so you can imagine all the vessels, you know, coming in and out of that approach. And you're exactly right. I mean, like say you're out fishing and you're hooked up, you know, say you've got a giant on, you know, you, you want to have your AIS on because as those, those big container ships are trucking through and there's no, you know, there may not be any speed restrictions out there. I mean, they'd be going 26 knots. Like you want them to see you. And so that's a really critical thing to keep our fleet safe. And the last thing we want is it to be used for something it wasn't intended to. And then people start to second guess that because they're concerned about enforcement or even just privacy issues. I mean, we're not considered a highly regulatory, highly regulated activity. And for some applications like the commercial shipping sector, yeah. I mean, that makes sense for them to be. Katie (57:00.982) Yeah. John DePersenaire (57:13.136) tracked and monitored. And I think it makes sense to use I.S. in that application for them. But like for the private citizen, it really doesn't. Like I think a lot of people will be upset if, you know, we just found out that like, say the FBI was tracking everyone's cell phone position. Like it's just, you know, we do have fourth amendment rights. Like you can't just have, you know, warrantless search, you know, and monitoring. Right. And so that's, this really comes into that element. You know, do our federal enforcement Katie (57:32.432) It's very 1984, big brother. John DePersenaire (57:41.768) agency is allowed to have access to that data without a warrant. I mean, that's a real serious privacy question that has to be answered, to be honest. Katie (57:50.23) Yeah. and especially with you guys working on potential technological advances and uses for tech to help mitigate this situation. Just the fact that you guys are working hard to give a different solution, I think is exceptional. Now, already we know how it worked with proposing the rule. We know you guys built a task force and are continuing to try and find a better solution, continuing to be involved in the government, even though it's all behind closed doors. And you told me the other day, I believe, that there is, you got involved a little bit with the small business office in the U.S. Can you tell me, I don't remember the lingo, I'm sorry, but can you tell me how that is a way to help benefit the situation as a whole despite the fact that you guys don't really have a say in what's going on the regulatory side? John DePersenaire (58:44.512) Yeah, so we had a roundtable discussion with the US Small Business Administration back in September of 2022. And it's really an interesting branch of the federal government. It's relatively small. But they have this one office, it's the advocate. And really what their charge is, is to make sure that small businesses in the country are not, you know, inordinately impacted by federal regulations, right? Or at least that the impacts are known if they move forward with a decision on that. And so during that round table discussion, there was representatives from our sector, the recreational fishing and boating sector, the ports, pilots, fast ferries, even seaplanes. I think there was a representative for the seaplanes there. So as you can imagine, it was everyone that had some stake or had some activity on the water that was important to them. And really what that ended up producing was a really strong letter from the Small Business Administration that was submitted to the federal record that pointed out that the industry was demonstrating that there were things that could have been considered in terms of reducing risk through technology. but they weren't considered in the rule. And so that was a really powerful statement. And so as this rule now goes on to OIRA and reflecting back upon those two pathways that happened in parallel there, that interagency review is not open to the public, but the Small Business Administration is involved with that interagency review. So... That is something where we have been sort of going back to them and providing them updated impacts. And so we've had some charter boat operators submit their statement, basically saying, I do X number of trips in this period of time. I sail from this port. This is what I charge for a trip. I'm a small business. I have four employees. I have two employees, whatever it is. And that's a real impact that the Small Business Administration, they can go back and John DePersenaire (01:00:58.42) submit that during the interagency review. So I think those are going to be really critical messages. And again, like the most important thing, I think, in this stage is bringing new information. The one thing that was hard about that public comment period, again, it was, it's hard to believe they're going to do it in 30 days, but even with 60 days, it was really hard to even get a lot of the economic impact information there, you know, and it just took more time for us to develop that and talk to the right people and get that all into place. So This is a good opportunity for us to bring that new information to the table because I think it's really compelling and it's really critical that they know about these impacts before they make a decision on this rule. Katie (01:01:41.49) Yeah, well said. Perfect. I love it. Besides the task force and the US Small Business Administration... You're gonna have to forgive me on that. What other... Have you guys been doing anything else in all your time you have? Or... I'm just kidding. John DePersenaire (01:01:53.477) I'm so happy to say it. John DePersenaire (01:01:59.556) Well, yeah, I mean, so, you know, listen, members of Congress, I mean, they're always concerned about, you know, constituents and impacts to, you know, their, their states and their districts that they represent. So this is a time where, yeah, if you ever thought about, if you thought more about how this would impact you, your business, your, maybe if it's even not a business, how it impacts your livelihood and your recreation, because that's a important thing, you know, reaching out to your member of Congress, letting them know, that member of Congress can then relay that message also through the interagency review. So they're allowed to engage in that as well. So all these sort of things are important. And again, the message is not that the hell with the North Atlantic right whale, you know, let it just run its course. What we're saying is that let's figure out how to come up with a really reasonable that acknowledges the needs of the industry, but also acknowledges that we have to do something for North Atlantic right wells. And we think there's that balance that can be struck there. And listen, we've, again, you've pointed out that task force several times. I mean, it's not just there on paper. We meet, we talk about this, we're doing pilot projects. The electronics folks are hard at work trying to figure out how this, get this all integrated onto a screen. So work is being done. It's not like we're just. pushing this off and saying, you know, we just want to go fast. You know, we are trying to come up with alternatives here that make a lot of sense. And so that's really what our message is at this final stage is all about. You know, we are working towards something that's going to have benefits for both the industry and. Katie (01:03:42.162) 100%. And not only that, but don't we feel like having a speed reduction zone for vessels 35 to 65 foot doesn't actually make a big difference on the right whales? John DePersenaire (01:03:58.124) Yeah, I mean, that's something that, yeah, we're not exactly sure it's going to have much benefit. This is one of the, you know, I talked about this earlier, but this is, again, it's all about reducing risk. And again, it's just a little bit of a foreign approach because, again, thinking back to fisheries, you know, we're typically given a status report of a stock, right? Say we're talking about bluefin tuna, for example. know, and say, all right, this is the stock status. It seems like we have to reduce fishing mortality by 25%. This is what that 25% reduction is going to do to our overall domestic quota. This is how we're going to implement regulations to achieve that 25% reduction in quota. This is a little different in the sense that they say we need to reduce risk of vessel strikes. We don't disagree with that, but we're not giving a clear objective. And so from an incremental progress standpoint, how do you even know if you're making progress. That's a real tricky thing. And so what was so interesting as we were trying to dive into the details to figure out a little bit more about this so we could help with our work and product development and all that sort of stuff, seeing if we're coming up with ideas that even had adequate effectiveness rates, what we found was that, what was so interesting is that in response to the 2008 Vessel Speed Rule, there was a reduction of vessel strikes. but there was actually no, they were not able to correlate that to the rule. So it's a really interesting modeling exercise and one that doesn't quite make sense. It seems like we need to figure out what was driving. Maybe it was a Vessel Speed, because I mean, I know when I think about a big shipping container, I mean, if that thing's going 15 knots or 10 knots and it hits a whale, I mean, I don't think the outlook is much different, to be honest. So... It just makes you really want to dive into the details and it really wants you to make sure that we're looking at this from a really comprehensive standpoint. Like we don't wanna just assume that risk from a 35 foot center console boat is detrimental to the stock. It may be and it may have a risk, but is that significant enough to take such significant action? Or are there other ways that we can go about? John DePersenaire (01:06:20.204) mitigatin

The Port Authority of New York and New Jersey is everywhere in the New York metropolitan area. Founded in 1921, its portfolio includes airports, marine terminals, bus stations, bridges, tunnels, and real estate. But its history is not widely known and its inner workings are little understood by people who traverse its domain when they fly into John F. Kennedy International Airport, ride the PATH trains from New York to New Jersey, or drive across the George Washington Bridge. Mobilizing the Metropolis: How the Port Authority Built New York (U Michigan Press, 2023), by Philip Mark Plotch and Jen Nelles, aims to fill this gap in public knowledge with a history of the Port Authority. Spanning 100 years, Mobilizing the Metropolis closely charts the evolution of the Port Authority as it went from improving rail freight around New York Harbor to building bridges and managing real estate. At the same time, the book explores the evolution of the authority's internal culture in the face of actions by elected officials in New York and New Jersey that have reduced the agency's autonomy and affected its operations. Mobilizing the Metropolis also extracts from the history of the Port Authority useful lessons about how organizations charged with solving governmental problems can win support and engage opposition. Robert W. Snyder is Manhattan Borough Historian professor emeritus of Journalism and American Studies at Rutgers University. He is completing an oral history of the COVID-19 pandemic in New York City for Cornell University Press. He can be reached at rwsnyder@rutgers.edu. Learn more about your ad choices. Visit megaphone.fm/adchoices Support our show by becoming a premium member! https://newbooksnetwork.supportingcast.fm/new-books-network

The Port Authority of New York and New Jersey is everywhere in the New York metropolitan area. Founded in 1921, its portfolio includes airports, marine terminals, bus stations, bridges, tunnels, and real estate. But its history is not widely known and its inner workings are little understood by people who traverse its domain when they fly into John F. Kennedy International Airport, ride the PATH trains from New York to New Jersey, or drive across the George Washington Bridge. Mobilizing the Metropolis: How the Port Authority Built New York (U Michigan Press, 2023), by Philip Mark Plotch and Jen Nelles, aims to fill this gap in public knowledge with a history of the Port Authority. Spanning 100 years, Mobilizing the Metropolis closely charts the evolution of the Port Authority as it went from improving rail freight around New York Harbor to building bridges and managing real estate. At the same time, the book explores the evolution of the authority's internal culture in the face of actions by elected officials in New York and New Jersey that have reduced the agency's autonomy and affected its operations. Mobilizing the Metropolis also extracts from the history of the Port Authority useful lessons about how organizations charged with solving governmental problems can win support and engage opposition. Robert W. Snyder is Manhattan Borough Historian professor emeritus of Journalism and American Studies at Rutgers University. He is completing an oral history of the COVID-19 pandemic in New York City for Cornell University Press. He can be reached at rwsnyder@rutgers.edu. Learn more about your ad choices. Visit megaphone.fm/adchoices Support our show by becoming a premium member! https://newbooksnetwork.supportingcast.fm/history

This surge in immigration was primarily driven by economic opportunities in the United States, which was at the height of the industrial revolution. This combined with a desire among some to escape growing political instability in Europe, while ethnic and religious violence led Jews from the Russian Empire in particular to seek a new life ...

In our latest episode, we shine a light on the exceptional lives of military children who have been recognized as the 2024 Military Child of the Year recipients from the Navy, Marine Corps, and Coast Guard families. Join us as Charlotte, Isabella, and Lindsay share their heartfelt stories of resilience, adventure, and gratitude that come with growing up in military families.   This podcast is made possible by generous funding from the Hurlburt Spouses' Club. To learn more, visit http://www.hurlburtspousesclub.com/.   Audio mixing by Concentus Media, Inc., Temple, Texas.   Show Notes:   Resources:   Operation Homefront https://operationhomefront.org/   Military Child of the Year Award Recipients https://operationhomefront.org/2024-military-child-of-the-year-award-recipients/   Bio: Charlotte is Operation Homefront's 2024 Military Child of the Year for the Coast Guard. Charlotte, 18, is a high school senior in Washington, D.C., where she resides with her parents, Sarah and U.S. Coast Guard Capt. Jason Tama, and her 16-year-old sister. Charlotte views military life as a series of adventures, having participated in unique experiences such as marching with Coasties in the New York City Veterans Day parade and viewing Fourth of July fireworks from the deck of a Coast Guard ship in New York Harbor. During her father's career, Charlotte has experienced six permanent change of station moves, which have taught her the importance of diving into new situations with confidence. Charlotte believes that engaging in school, sports, extracurricular activities, community service, and faith-based groups is crucial for making connections and feeling at home in new places. “Getting involved…will help you form connections in your new community and make a new place feel more like home,” she said.   Isabella is Operation Homefront's 2024 Military Child of the Year® for the Marine Corps. The 17-year-old senior resides in Temecula, California, volunteers with a local peer court program that offers juveniles a hands-on understanding of the judicial system, including roles from juror to attorney. She also cultivates her knowledge of the law through her school's Mock Trial team and an internship at a local law firm. Isabella is the daughter of Gunnery Sgt. Carlos Arrieta, an aircraft mechanic instructor with the Center for Naval Aviation Technical Training Unit North Island, and Denise Arrieta, who works as an alternative education clerk. Isabella has a 12-year-old sister. One of her most cherished memories is of pinning her father's uniform during his last promotion ceremony, a moment that underscored the pride she feels for her family's military service and the sacrifices that come with it. “I was so proud to be his daughter,” Isabella recalled. She equally admires her mother for her role in supporting the family through financial challenges and periods of separation due to her father's deployments. Isabella credits her mother's strength and resilience for forming the foundation of her own character and achievements.   Lindsay is Operation Homefront's 2024 Military Child of the Year® for the Navy. Lindsay, 18, is the daughter of Navy veterans Shaun and Keri Carstairs. Shaun retired as a captain after a distinguished career of 25 years, and Keri served for 13 years, achieving the rank of commander before her honorable discharge in 2011. Both parents have medical backgrounds, with Shaun working as an emergency physician, and Keri as a pediatric emergency physician and healthcare executive. Lindsay has an older brother, Ian. Despite her parents' medical expertise, the diagnosis of Jeavons Syndrome when Lindsay was 8 years old presented significant challenges. The disease was difficult to control. Epilepsy was not just a physical hardship for Lindsay but also a mental and emotional challenge. She worried about what her classmates would think of her each time an ambulance came to the school because of her seizures. Lindsay's early adversities inspired her to co-found a local International Children's Advisory Network (iCAN) chapter at Rady Children's Hospital, where she was a patient.  “I am proud to have started (a chapter) for my community,” Lindsay said. “I dedicated many hours to establishing our chapter. I learned to stay organized and improved my public speaking skills while talking to peers about iCAN and at advocacy events.”   Full biographies can be found at https://operationhomefront.org/2024-military-child-of-the-year-award-recipients/.  

Introduction Art Powers is the Senior Principal for Emergency Preparedness & Response at ExxonMobil. He is a past coordinator of the ExxonMobil Americas Regional Response Team and has worked in various leadership roles in ExxonMobil's US Pipeline and Distribution operations over his 25 years with the company. Art is an IAEM Certified Emergency Manager and obtained a Master of Science in Emergency Management in 2008 and a Bachelor of Science in Marine Transportation in 1993, both from the Massachusetts Maritime Academy. Over Art's career, he has been part of the Massachusetts Army National Guard, worked in shipping in New York Harbor, spent time as a petroleum inspector, and has moved around the US six times, living in Massachusetts twice, Buffalo NY, Chicagoland, and Northern Virginia, before ending up in Texas in 2014. Art spends his time traveling for work or spending time in Mauritius with his wife. He has one son, two stepsons, and a stepdaughter. Contact Information https://www.linkedin.com/in/art-powers-cem-38549012/

Watch The X22 Report On Video No videos found Click On Picture To See Larger Picture The green new scam is completely falling apart. The sales of EVs is dropping and car rental services, manufacturers are in trouble. Biden is planning to sell Northeast gas reserves.Fed waiting to strike, Trump will usher in a new economy. The [DS] is panicking, their plans have not worked so they will now ramp them up. They will push to the very end. They are preparing a communication blackout. Meta, Instagram and other social media platforms have had login problems. Garland is now trying to convince the people that voter id is not necessary. Cheating plans in place. Patriots are ready, they have brought the [DS] to exactly where they want them. The real military will defend and protect at all costs.   (function(w,d,s,i){w.ldAdInit=w.ldAdInit||[];w.ldAdInit.push({slot:13499335648425062,size:[0, 0],id:"ld-7164-1323"});if(!d.getElementById(i)){var j=d.createElement(s),p=d.getElementsByTagName(s)[0];j.async=true;j.src="//cdn2.customads.co/_js/ajs.js";j.id=i;p.parentNode.insertBefore(j,p);}})(window,document,"script","ld-ajs"); Economy  Movies Can Now Be Graded By ‘Climate Reality Check' Test Recently-released movies can now be graded on a new “Climate Reality Check” test, which will gauge on whether or not the film addressed the so-called “climate crisis.” This simple new test was inspired by the famous Bechdel Test invented by cartoonist Alison Bechdel in the mid-1980s to measure the presence of women in movies and other forms of fiction. It was created by climate change storytelling consultancy Good Energy in collaboration with the Buck Lab for Climate and Environment at Colby College in Maine. Source: breitbart.com US considers selling Northeast gasoline reserve in 2024 in draft bill  The United States may sell its 1 million barrel Northeast gasoline reserve in fiscal year 2024, according to the draft text of a funding bill released on Sunday. The reserve, first established in 2014 after Superstorm Sandy left motorists in the northeastern United States without fuel, is located in New York Harbor, New York, Boston, Massachusetts and Portland, Maine. The proceeds from the sale of the refined products in the reserve would be deposited into the Treasury's general fund, according to the text of the bill, which is likely to pass this week. Once the Northeast Gasoline Supply Reserve is closed, the secretary of energy cannot establish any new regional petroleum product reserve unless funding is explicitly requested in advance of an annual budget submitted by the president and approved by Congress, the bill stipulates.   The U.S. House of Representatives will have to vote on the bill first before the Senate can take up the package before Friday, Senate Majority Leader Chuck Schumer said. Source: apnews.com https://twitter.com/WallStreetSilv/status/1764954009226666369?s=20 Atlanta Fed's Bostic Warns Rate Cut Could Reignite Inflation There's a significant risk that a rate cut from the Federal Reserve could rekindle inflation, Atlanta Fed president Rapahel Bostic said on Monday. In an essay published on the Atlanta Fed's website, Bostic argued that the Fed should take a cautious approach to the economy, cognizant that the danger of higher inflation remains and easing monetary policy could fan the flames of rising prices. In particular, Bostic warned that a premature rate cut could trigger a surge of business activity that would raise demand and push inflation higher. “I asked one gathering of business leaders if they were ready to pounce at the first hint of an interest rate cut,” Bostic said. “The response was an overwhelming ‘yes.'” Source: breitbart.com Political/Rights Hunter Biden helped hire aides who mishandled Joe's classified documents

1/4: Sailing the Graveyard Sea: The Deathly Voyage of the Somers, the U.S. Navy's Only Mutiny, and the Trial That Gripped the Nation by  Richard Snow  (Author) https://www.amazon.com/Sailing-Graveyard-Sea-Deathly-Gripped/dp/1982185449 On December 16, 1842, the US brig-of-war Somers dropped anchor in the New York Harbor at the end of a voyage intended to teach a group of adolescents the rudiments of naval life. But this routine exercise ended in catastrophe. Commander Alexander Slidell Mackenzie came ashore claiming he had prevented a mutiny that would have left him and his officers dead. Some of the thwarted mutineers were being held under guard, but three had already been hanged at sea: Boatswain's Mate Samuel Cromwell, Seaman Elisha Small, and Acting Midshipman Philip Spencer, whose father was the secretary of war, John Spencer. 1840 Barque John Tomlison

2/4: Sailing the Graveyard Sea: The Deathly Voyage of the Somers, the U.S. Navy's Only Mutiny, and the Trial That Gripped the Nation by  Richard Snow  (Author) https://www.amazon.com/Sailing-Graveyard-Sea-Deathly-Gripped/dp/1982185449 On December 16, 1842, the US brig-of-war Somers dropped anchor in the New York Harbor at the end of a voyage intended to teach a group of adolescents the rudiments of naval life. But this routine exercise ended in catastrophe. Commander Alexander Slidell Mackenzie came ashore claiming he had prevented a mutiny that would have left him and his officers dead. Some of the thwarted mutineers were being held under guard, but three had already been hanged at sea: Boatswain's Mate Samuel Cromwell, Seaman Elisha Small, and Acting Midshipman Philip Spencer, whose father was the secretary of war, John Spencer. 1841 The Niger Expedition

3/4: Sailing the Graveyard Sea: The Deathly Voyage of the Somers, the U.S. Navy's Only Mutiny, and the Trial That Gripped the Nation by  Richard Snow  (Author) https://www.amazon.com/Sailing-Graveyard-Sea-Deathly-Gripped/dp/1982185449 On December 16, 1842, the US brig-of-war Somers dropped anchor in the New York Harbor at the end of a voyage intended to teach a group of adolescents the rudiments of naval life. But this routine exercise ended in catastrophe. Commander Alexander Slidell Mackenzie came ashore claiming he had prevented a mutiny that would have left him and his officers dead. Some of the thwarted mutineers were being held under guard, but three had already been hanged at sea: Boatswain's Mate Samuel Cromwell, Seaman Elisha Small, and Acting Midshipman Philip Spencer, whose father was the secretary of war, John Spencer. 1861 HMS St. George, 91 guns

4/4: Sailing the Graveyard Sea: The Deathly Voyage of the Somers, the U.S. Navy's Only Mutiny, and the Trial That Gripped the Nation by  Richard Snow  (Author) https://www.amazon.com/Sailing-Graveyard-Sea-Deathly-Gripped/dp/1982185449 On December 16, 1842, the US brig-of-war Somers dropped anchor in the New York Harbor at the end of a voyage intended to teach a group of adolescents the rudiments of naval life. But this routine exercise ended in catastrophe. Commander Alexander Slidell Mackenzie came ashore claiming he had prevented a mutiny that would have left him and his officers dead. Some of the thwarted mutineers were being held under guard, but three had already been hanged at sea: Boatswain's Mate Samuel Cromwell, Seaman Elisha Small, and Acting Midshipman Philip Spencer, whose father was the secretary of war, John Spencer. 1840

As Founder and CEO of Indigo River, Dena is the first "waterfront architect," trailblazing a new category in the industry. Indigo River is a women-owned transdisciplinary design firm focused on progressive waterfront architecture, resiliency, and climate adaptation. A leading authority in New York Harbor and beyond.

#NYC: Brooklyn's Atlantic Yards ready for development. Harry Siegel, TheCity.com https://www.thecity.nyc/2024/02/02/auction-atlantic-yards-endangers-hard-affordable-housing/ 1920 New York Harbor

Joseph Seligman arrived in the United States in 1837, with the equivalent of $100 sewn into the lining of his pants. Then came the Lehman brothers, who would open a general store in Montgomery, Alabama. Not far behind were Solomon Loeb and Marcus Goldman, among the “Forty-Eighters” fleeing a Germany that had relegated Jews to an underclass.These industrious immigrants would soon go from peddling trinkets and buying up shopkeepers' IOUs to forming what would become some of the largest investment banks in the world—Goldman Sachs, Kuhn Loeb, Lehman Brothers, J. & W. Seligman & Co. They would clash and collaborate with J. P. Morgan, E. H. Harriman, Jay Gould, and other famed tycoons of the era. And their firms would help to transform the United States from a debtor nation into a financial superpower, capitalizing American industry and underwriting some of the twentieth century's quintessential companies, like General Motors, Macy's, and Sears. Along the way, they would shape the destiny not just of American finance but of the millions of Eastern European Jews who spilled off steamships in New York Harbor in the early 1900s, including Daniel Schulman's paternal grandparents.Today's guest is Dan Schulman, author of “The Money Kings: The Epic Story of the Jewish Immigrants Who Transformed Wall Street and Shaped Modern America.” We trace the interconnected origin stories of these financial dynasties from the Gilded Age to the Civil War, World War I, and the Zionist movement that tested both their burgeoning empires and their identities as Americans, Germans, and Jews.

Oysters have super powers. Not only can they filter our water, they could protect us from the next super storm. The Billion Oyster Project is an innovative ecological initiative aimed at restoring the oyster population and creating a healthier marine ecosystem.Big shout out to Oceana Restaurant as the inspiration for the Shell Collection Program. The perfect wine for Oysters: Domaine de L'Enclos Chablis–certified Organic and a real superstar. Check out the website: www.drinkingonthejob.com for great past episodes. Everyone from Iron Chefs, winemakers, journalist and more.