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Ocean Navigator magazine is for voyagers, both power and sail, who want to know more about their boats, their gear, and the techniques to make them better voyagers. Whether you are crossing oceans or making coastwise passages, Ocean Navigator will help inspire you.

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Ocean Voyager: Pioneering Maritime Technology – Featured in the First Interview of “7 Deniz Magazine”

Ocean Voyager has always been at the forefront of maritime technology innovation, and our recent feature in the debut issue of 7 Deniz Magazine is a testament to our commitment to excellence. In this blog post, we delve into our significant appearance in the magazine and the detailed insights it provided about Turkey’s first maritime “black box” – the Voyage Data Recorder (VDR).

Charting New Waters: Ocean Voyager’s Milestone Moment: Our journey as a maritime technology leader has been marked by significant milestones, and being featured in the debut issue of 7 Deniz Magazine is undoubtedly one of them. It’s a recognition of our dedication to pushing the boundaries of innovation.

Turkey’s First VDR: A Landmark Achievement: The magazine’s feature showcased Turkey’s first Voyage Data Recorder (VDR) – a crucial advancement in maritime safety and data management. We were honored to contribute to this groundbreaking achievement, setting a new standard for safety at sea.

In-Depth Insights: Unraveling the VDR’s Significance: The detailed content within 7 Deniz Magazine explored the importance of VDRs in the maritime industry. It shed light on how these “black boxes” record vital data, ensuring transparency, accountability, and safety in maritime operations.

Ocean Voyager’s Role: Shaping the Future of VDR Technology: As a leading VDR manufacturer, Ocean Voyager played a pivotal role in the development of Turkey’s first VDR. Our commitment to innovation and adherence to international standards ensured that this critical technology was brought to fruition.

The Ongoing Journey: Advancing Maritime Safety: Our appearance in 7 Deniz Magazine serves as a reminder of our mission to enhance maritime safety through technological advancements. We are unwavering in our commitment to shaping the future of marine electronics and contributing to the industry’s progress.

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News & Information

Maritime publishing acquires professional mariner & ocean navigator magazines.

Maritime Publishing of San Diego, CA announced today that it has acquired Professional Mariner and Ocean Navigator magazines from Portland, Maine based Navigator Publishing.

According to Dave Abrams, CEO of Training Resources Limited, the parent company of Maritime Publishing, “We are in the business of providing mariners with knowledge through education. Professional Mariner and Ocean Navigator have been providing knowledge through current industry news and original editorial content for decades, so they are a natural extension of our existing business. The titles give us the ability to provide mariners with advocacy, news and information about the industries and adventures we train them for.

Alex Agnew, President of Navigator Publishing added “I am very excited to be passing the torch to Dave and his team at Maritime Publishing. I believe they will elevate the already outstanding content that we have been known for and provide resources to expand our efforts in both print and digital media. We could not think of a better successor to carry on our legacy.”

“This is the kind of strategic deal that we see as the future of special interest and B to B publishing,” said Ed Fitzelle, Managing Director of Luntz, Suleiman & Assoc. Inc., a publishing industry M&A veteran.

All Navigator employees, including Agnew, will continue with the magazines and will work with Maritime Publishing’s other magazines, Pacific Maritime Magazine and Fisherman’s News.

About Maritime Publishing Maritime Publishing is a publisher of trade and technical publications for the Marine Industry. Formed in 2020, Maritime Publishing is a division of Training Resources Limited, Inc., the largest privately held provider of maritime training in the Western United States. Maritime Publishing also owns Pacific Maritime Magazine and Fishermen’s News. For more information, please visit www.maritimepublishing.com and www.TRLMI.com or contact Dave Abrams, CEO at 619-263-1638.

About Professional Mariner Since 1991, Professional Mariner and its annuals American Tugboat Review and American Ship Review have been focused on the needs of USCG-licensed professional mariners. These mariners work on board vessels, ashore running small and large maritime companies and often go back and forth between office and vessel. Known for its careful and consistent coverage of lessons learned from maritime casualties, Professional Mariner is a news magazine with associated websites and newsletters.

About Ocean Navigator Since 1985, Ocean Navigator and its annual Ocean Voyager, have been focused on seamanship for self-reliant recreational mariners serious about spending time at sea. Initially focused on owners of voyaging sailboats, Ocean Navigator began serving the needs of owners of ocean-going displacement powerboats often referred to as “trawlers.” In support of its mission, Ocean Navigator operated a school, the Ocean Navigator School of Seamanship (ONSOS) and also operated a tall ship, Schooner Ocean Star, from 1991 until 1998. In recent years, the magazine has sponsored youth education at sea by sponsoring the non-profit Sailing Ships Maine which has sent more than 500 teenagers to sea for overnight weeklong experiential educational programs.

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Attainable Adventure Cruising

The Offshore Voyaging Reference Site

• Ocean Navigator Magazine

Those of you who read AAC regularly will will know that I’m no fan of the current state of the sailing magazine industry. Just how many charter-in-the-Virgin-Islands-with-cheesecake, so-we-can-sell a-bunch-of-advertising, articles do we need? Boring, boring, dull.

But there is at least one shining exception to the above jaundiced view: Ocean Navigator magazine , which has always stuck with its goal of providing real information, written by real seaman who actually go to sea.

If you are planning to go ocean sailing, or are already out there, we highly recommend subscribing, you won’t regret it.

Ocean Voyager

One of the most valuable benefits of subscribing is their annual Ocean Voyager issue. Last year’s included not one, but two, interesting interviews with experienced cruising couples and technical articles on everything from lifeline replacement to water makers.

Real Sailors

Ocean navigator is published by real sailors who actually get out there themselves, not some corporation with a bunch of other magazines in their stable ranging from Needlepoint Monthly to Muscle Cars for Boneheads .

And Alex (publisher) and Tim (editor) have their interests aligned with ours, unlike some spreadsheet jockey trying to squeeze the last piece of short term profit out of a group of magazines (and their long suffering editors) who would not know a decent offshore sailboat if it fell on him or her.

Weather Tutorials

While I’m on the subject, Ken McKinley, of Locus Weather, has been writing some really useful weather tutorial articles over at the Ocean Navigator blog. What I like about Ken’s pieces is that he clearly explains how big storms originate and relates that to the 500 Mb charts, which we think is an important subject for offshore sailors to have at least some understanding of.

We had a sandwich with Alex a couple of years ago and stuck him with the tab, Tim has been kind enough to mention and link to several of our posts, and they send us a copy of the magazine as a PDF from time to time. Other than that, we have not enjoyed any special benefits from Ocean Navigator.

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Kudos on your comments, I too find the sailing magazine industry uninteresting and for the most part irrelevent. In addition to Ocean Navigator Magazine, I found Living Aboard Magazine to be in a class by itself, featuring sailing articles by live aboard sailors. Having said that, Living Aboard was folded into a section within Lats & Atts last year. I hope that the spirit of Living Aboard lives on…

As I am able to delve more deeply into the word hoard here, I am not surprised to agree with you on this, John. When I bought my first boat in 1999 (despite having an actual merchant seaman as a father, I had a lubberly upbringing), I did the typical thing and subscribed to SAIL, Cruising World, and soon after, Practical Sailor. While Cruising World had some occasional “how to fix it” articles, I quickly “outgrew” them and saw them mainly as new boat porn for those considering a dock queen on which to have crackers and gin following an anchor-themed place setting acquisition at West Marine.

Harsh, perhaps, but yachtie culture has never particularly interested me.

So SAIL and Cruising World went, and because I bought a steel boat I wished to refit in 2006, PS stayed, although it’s become increasingly borderline in my affections. ON came aboard around 2003, and irrespective of the successful completion of our cruising plans, I highly doubt I will live long enough to match the sea time and salty wisdom of many of its correspondents. Like you, perhaps, my first introduction to concepts such as “taking lines to shore in Patagonia” and “Spitsbergen for newbies” were introduced to me in the pages of ON, and I still enjoy the mix of offbeat cruising routes and solid technical information I find in its pages. Now, my “boat porn” is the annual Ocean Voyager…seeing the glorious passagemakers I will never afford doesn’t inspire envy so much as the desire to steal the great and often singular ideas I see in them.

And if there is a more glorious cruising photo on a magazine cover than the one at the top of this post, I don’t know of it.

One caveat I have is that, as a former editor and copy editor, I find too many typos in both PS and ON…and it gets up my nose as it breaks my concentration when I’m reading about some calm soul on her third circ in a stout 32 footer!

Thanks for the nice post, John! And thanks for the comments from Robert Plante and Marc Dacey.

Dear John, A different take on Ocean Navigator leads me to respond. I see it, in some respects, as not so different from the other magazines except that it addresses our cruising life more directly than Cruising World etc. I believe I see ON as too often pandering to the marine industry. It is not uncommon for me to feel like the new products short articles were written by the manufacturer’s advertising agency rather than by ON staff with critical consideration. One example (from memory) a year or two ago had the lead sentence of one article saying that one of those very expensive night vision spotlights was essential to safe operation. I remember it in particular as I wrote a letter to the editor pointing out my complaint and never heard a word in response. I would like to have ON be more responsible and critical in their editing. They have access to a rich talent pool who can and do contribute, but they need to take care of their contributors. Ginger and I were “featured” in their Voyager issue (2008, issue 169). We worked very hard on the article, felt flattered to have been sought after for the feature, were promised some payment for the pictures, submitted the article & pictures and never heard a word of thanks or appreciation nor were our inquiries into remuneration for the submitted and used pictures responded to. Others I have known who are “amateur” contributors have shared similar experiences. After initial flush of satisfaction, I was left with a bad taste. That said, ON is (with Practical Sailor) the only marine magazine I read with any consistency and I do appreciate some of its articles by just those knowledgeable cruisers, power and sail, amateur and professional, who you mention and that contribute regularly. I hope my experience as an amateur contributor was relatively unique. Others can judge directly for themselves whether they see the degree of catering to the marine industry that I observe. The boating world, I believe to be woefully served by those who carry the mantle of writing and reporting on it. ON clearly rises well above the average and I write in hopes that ON can address some of the above and become an even richer resource for the kinds of reporting and analysing that could synergistically join with AAC and what you, Phyllis and Colin are accomplishing. My best, Dick Stevenson, s/v Alchemy

I think that’s a very fair comment, Mr. Stevenson. At this rather narrow end of the cruising spectrum, word of mouth and treating people professionally go hand in hand. Think of how rapidly the word can go out over the cruiser grapevine about poor service or business practices or shoddy, overhyped product. While I can certainly understand, having co-published and edited a national magazine with a shoestring budget, that it is difficult to keep contributors happy, or even paid, it must be done as a normal part of business, particularly when the contributions have been solicited.

As for the catering to the industry, the number of firms that both make items of interest to the cruiser market AND who have any sort of advertising budget means a certain degree of apple-polishing. It’s inevitable as ON can’t go to Coke or McDonald’s to take print ads.

Maybe they could go to a rum distillery…

Anyway, PS, which takes no ads in order to be free of such suggestions of favouritism, is criticized for not being ruthless enough in their testing, too, so some days you can’t win in publishing.

That is a very disturbing story that worries me personally in that I have just endorsed a magazine that seems to have treated a great supporter of our efforts (you) very poorly. I have to admit that back in the day, when we wrote for the mags, we never submitted to ON, simply because they did not pay what we felt was an adequate price for images and words. On the other hand, we understood that they had a small market share and income was limited.

But none of that excuses stiffing you after agreeing to pay for a piece. I will write to Alex and ask for a response in the fervent hope that it was just a misunderstanding that will be made right now.

As to the advertorial nature of some articles, I think that this is acceptable as long as the piece is clearly marked as such and the entire relationship between the manufacturer and the publication is laid bare in the form of a clear disclosure paragraph. Having said that, it does not sound as if this kind of clarity was provided in the case(s) you mention. I have to admit that I only read ON occasionally—time is limited. Perhaps I should have been more diligent—lesson learned.

This last issue of walking the fine line between supporting sponsors and maintaining editorial integrity is one we will have to struggle with from this point on, since we now have ads. I would ask you, and all our readers, to maintain a watching brief and speak up publicly in the comments if you think we have got the balance wrong.

Sorry to hear of your experience with Ocean Navigator. As the former managing editor and long-time freelance writer, I can speak to the issue of payment and correspondence from both sides of the fence. First, as an editor we did our best to correspond with numerous far-flung correspondents, but we occasionally failed, notwithstanding best efforts on our part. We chalked this up to changing email addresses, varying customs of foreign ports and marina mail systems, and any number of communication problems with people on small boats in countless distant ports. And then as a freelancer, I’ve covered numerous topics off and on since leaving the magazine in 2002. I’ve always been treated well and always been paid. The editors are busy, but I can assure you—and everyone else reading this—that they do their very best to accommodate their writers and readers. Certainly no malfeasance. Respectfully, Twain

I would like to remind people that you can read the pdf or online version of Ocean Navigator for free if you are an active member of sevenseas (ssca.org) Just follow the link in Members section, addtional publications. Stefan

I have become somewhat disappointed in the sailing magazines that I have subscribed to over the years. It certainly seems that most of them appear to be struggling to survive. It’s very hard to publish a magazine that both tries to appeal to racers, seasoned and knowledgeable cruisers, and dreamers. And then there are the magazines that report and sell both Winnebago’s and proper yachts on the same page while being kind to their advertisers. I have been particularly disappointed in Ocean Navigator as of late. It seems as though they must be struggling for content. I am not aware that there has been any mention of the Ned Cabot’s loss in the current issues. I find this a bit odd. My sense is that the industry needs to combine and take their product from paper to the web. “Joshua Slocum – Sailing Alone Around the World” on You Tube and Jasmine is an example of what a sailing magazine’s content should look like in the future.

John, Forgive me if I was unclear. The payment was to do with the photography only and I never expected more than a token of some sort so “stiffed” although accurate,is stronger language than I would choose. It was clear from the get-go that we were doing the article as an involved amateur writer with no remuneration. I was just struck by the lack of a “thank you” note if you will, which added to the lack of follow up on the payment, left me feeling a little taken advantage of. I may be from another era. Dick

Oh, that’s a relief to hear, although the lack of payment for the shots and a thank you note is disappointing. And, I guess if they said they would pay you for the shots, and did not, then “stiffed” is the word I would still use. But perhaps it was just a misunderstanding that will be fixed, let’s hope so.

Having worked in the boating/sailing industry, and specifically with a sailing/cruising magazine the past 10 years, I can tell you that not only is it one tough business to try and make money in, it’s also impossible to please everyone. That’s why publications that narrow their focus and relate to a certain segment of boating seem to find a loyal following.

While I agree that ON is a good alternative to the more corporate/media conglomerate owned sailing magazines, there is a new one that definitely fits that mold: Cruising Outpost. It’s the new quarterly magazine from the mind of Bob Bitchin, with the second issue is on newsstands March 4. It very much focuses on cruising and the cruising lifestyle. The best part is Bob is sticking to being a subscriber supported publication, with a 70% content to 30% advertising ratio. Most other mags are the exact opposite and are advertiser supported. As well, the articles are written by real cruisers from various locations around the world.

I fully realize most people either love or hate Bob’s stuff, but there certainly aren’t many magazines out there that had more than 3,000 subscribers before the first issue ever printed. He has a very loyal fan base, and most of them are either real cruisers or wannabes.

And for those that don’t know the full story of what happened to Bob’s previous publication, Latitudes & Attitudes, he sold the company a year ago in January. The new owners subsequently locked the office doors and literally disappeared by June, taking subscriber’s money (and advertiser’s money) with them. Unfortunately, some people still think it was Bob’s company and decisions. While he was Publisher Emeritus, he no longer owned or ran the business.

In the spirit of full disclosure, I am loosely involved with Bob and Cruising Outpost, but am spending the majority of my time on our own business. Nonetheless, I do believe what he has created in Cruising Outpost is very much worthy of at least a one-issue perusal for anyone who loves holding and reading a magazine dedicated to sailing and cruising.

I will add another endorsement of Cruising Outpost. As Darren says, and as John admires, real cruisers writing about real voyages. Even if some are in the BVI! The BVI are a popular spot especially for people getting into cruising to learn the ropes in an easier venue.

Best regards,

Paul Shard SV Distant Shores II – Roadtown BVI

Sorry, I did not mean to sound as if I had anything against the BVI. In fact I have enjoyed some lovely sailing there, although not for some years. And, as you point out, its a great place to learn the cruising ropes.

John and everyone, I wish to report that Tim Queeney of ON wrote me to say that a check had been sent to us in Turkey and even sent the check #. As Twain suggests, communication clearly can be a not-sure-thing and more persistence on my part might have cleared up this portion of my concerns earlier. Dick

We were pleased and flattered to read John’s endorsement yesterday on Attainable Adventure Cruising, a website brimming with great info and insight on cruising topics. We are fans and supporters of the Adventure 40 concept and we are also fans of the writers and contributors to AAC.

Regarding Dick and Ginger Stevenson, Dick was such a gentleman that he never mentioned to us that he had not received his check (we wish he had!). We sent his check to Turkey and never heard a word more about it. Most writer checks go to addresses here in the U.S. including U.S. mail forwarding services such as St. Brendan’s Isle in Green Cove Springs, Fla. (www.sbimailservice.com). We will follow up on uncashed checks in the future. We are fans of Dick and Ginger and want to thank them for their excellent participation in our interview series and will follow up with reissuing their check.

I’m glad you made this post.

Major boat shows and mass media are exclusionary when it comes to small independent businesses. It’s prohibitively expensive to participate so what gets promoted is generally whatever is produced by the big brand names. Gullible sailors take to heart what they read in the magazines. I had a conversation with a well known sailing journalist and I asked him what the toughest part of his job was. He replied that it was reviewing new boats because he had to come up with nice things to say about them regardless of his real impressions.

My company produces sails built to a much higher standard than the major brand name competition. Yet some people are hesitant to do business with a company that doesn’t advertise in Sail and Cruising World. What they don’t realize is that production standards are lowered in the interest of keeping money in the ad budget. Fortunately we’ve managed to grow organically through steady repeat and referral business. Still, it’s frustrating to see how so many in the sailing public are like sheep. One reason we advertise on AAC is that we know the readers and participants are a bit more skeptical and more detail oriented than 90% of the sailing public.

I can see that the misunderstanding over the check to Dick Stevenson has been cleared up. I just wanted to add that I have been privileged to contribute to Ocean Navigator and Ocean Voyager in various forms a number of times over the last 16 or so years, and that I was meticulously paid on each and every occasion at exactly the contracted rate. I have maintained the same Florida post office box and same email throughout our travels, which likely facilitated communications and transactions. I’ve had interactions and contributing arrangements with a number of other magazines since the 1980’s, and ON/OV are with several others at the very top of the list for payment and fair and loyal treatment. One thing that stands out about ON is the editorial staff’s willingness to think outside the box, feature material that may not conform to paradigms, and to invest in clear diagrams and illustrations that may assist readers to follow an idea or strategy. I have always been a fan of the magazine, their entire approach, and I have learned a great deal from the material of their contributors. On a personal note, editors like Twain Braden and Tim Queeney are fantastic to work with. They are both veteran authors and mariners, they know how to voyage, they know how to write, they take great pains to stay in contact even if you happen to be at sea or in a remote area, and they are honest and straightforward. They are also fine human beings. I highly recommend their books as well (In Peril—TB; George in London, The SHIVA Compression, The Atlas Fracture—TQ). I’m an unabashed fan of Navigator Publishing, the people who make it what it is, and their publications. Thank you for the opportunity to comment, respectfully, Scott

I’m glad that the misunderstanding over Dick Stevenson’s check has been sorted. Like Scott Bannerot, I also wanted to add that I have had unfailingly positive experiences as a regular contributor to Ocean Navigator and Ocean Voyager since I submitted my first article in 2010. I have consistently received accurate payment for my pieces immediately following publication. Tax season leads me to say that Navigator Publishing has also provided 1099s in plenty of time every year. My communications with Tim Queeney and Larissa Dillman (who tracked me down when I changed addresses) have always been marked by friendly professionalism. I find the magazine a great pleasure to write for. I was very pleased to read John Harries’s remarks about Ocean Navigator, and to see how many people agreed with him here in the comments. The magazine has always stood out to me for its highly informed technical articles that go into the depth needed to understand a topic thoroughly. Nigel Calder’s excellent piece on batteries in the March/April 2011 edition comes to mind, as does Harry Hungate’s engine mount article in the November/December 2012 issue. I think the same could be said about the voyaging articles, which go beyond destination pieces and give offshore sailors really useful information. Knowing that my husband Seth and I planned to round the Cape of Good Hope on our circumnavigation, I hoarded an old issue whose feature was about voyaging around South Africa. The article proved a helpful guide to the ports along the way, the weather to be expected, and the country’s bureaucratic protocol (not onerous, but not to be taken lightly.) Finally, kudos to the editors for their excellent, clear layout, which doesn’t distract the reader’s concentration by trying to cram too many short-attention-span pieces on one page. I am also an unabashed fan of Ocean Navigator. Sincerely, Ellen

Dear All, I am pleased to report that I have been put in renewed and pleasant contact with Ocean Navigator. The comments above from other ON contributors I am sure reflect the reality of ON’s relationship with its writers, amateur and professional, much more accurately than my experience would suggest. Thanks for bearing with what evolved into a mini-drama which I hope has had the unintended, but fortuitous result of generating more light on ON’s positive relationship with contributors than might have happened otherwise. Dick Stevenson, s/v Alchemy

K athy and I have been sailing something for 55 years. The last 25 years we’ve sailed our Tartan 34 ENDEAVOUR to Europe and back and we’re still out cruising. I’ve contributed many pieces to Ocean Navigator and have always been paid! We know when you cruise to remote foreign ports mail can get lost; in fact we’re always amazed when it finds us.

Well, all of these great comments have certainly confirmed that the people at ON, not only put out a great publication for voyagers, but are good to deal with and fair. Thanks to all.

As an aside, there is a nice article on squalls by Lin Pardey in this month’s CW.

Here’s another long-time contributor to Ocean Navigator who has always been paid on time, unlike what has happened to me with some other magazines and publishers mentioned in this thread. Even the advertising staff there are experienced boaters. I have worked a few boat shows for them too, and it is very interesting to talk to ON readers who have often just returned from some interesting place, or are headed off over the horizon.

I recently wrote my first article (“Balancing Speed With Fuel Consumption”) for ON and the check was in the mail before I saw the article in print. Tim Queeney was a pleasure to work with (replies quickly to emails) and I’m working on a second story for ON now. It is interesting to note that the magazines in this niche buy stories differently. CW, SAIL, and Blue Water Sailing all require signed contracts be returned for each transaction, whereas ON, Good Old Boat, Pacific Yachting (Canada), and Yachting Monthly (UK) do not—agreements are more informal, made simply and directly via email. I do like the latter approach.

Hi Michael,

That’s good to hear. You are right to stay away from those contracts pushed by the magazines you mention. Not only are they very one sided, to the point of being predatory, by signing them the poor freelancer takes on huge liability in exchange for very little money. Such contracts are the main reason we stopped writing for the magazines.

Thanks John. I don’t know how much liability the contracts impose, but they do result in very little money. Nonetheless, to be clear, I write for all the pubs, whether they use contracts or not. Unfortunately, two of the contract-using pubs (CW and SAIL) also have the highest circulations and so do pay a bit more. As a poor freelancer—emphasis on the poor—I will sell to them what they’ll buy. But the counterpoint in favor of selling to the lower circ pubs is that they are often eager to buy longer stories about subjects that are less worn. I recently sold a story about the history of Japanese sailboat production that I loved writing, but never pitched to CW or SAIL because it doesn’t fit their model. I sure enjoy your website—it’s an excellent resource.

American Queen to Refocus, Selling Ocean Navigator and Ocean Voyager

• June 20, 2023

In what it called a strategic decision to refocus its business, American Queen Voyages, part of Hornblower Group, has announced a series of deployment changes and updates set to start in early 2024 and extend into 2025.

The company also confirmed it would sell the Ocean Navigator and Ocean Voyager and will not return to the Great Lakes in 2024.

“Our primary commitment is to deliver a best-in-class cruise vacation with a focus on immersive culinary and destination experiences,” said Cindy D’Aoust, president of American Queen Voyages.

“Our customers consistently tell us our U.S. River itineraries are exceptional and demonstrate this by returning again and again,” she continued.

“All of our focus is being put into updating and enhancing our popular river product with strategic partnerships and an elevated culinary program, which we know have been very well received,” added D’Aoust.

Revised 2024 Itineraries Include:

Lower Mississippi: AQV will begin the season with its Lower Mississippi voyages through the cities and historic port towns of the South on the 417-guest American Queen, the largest steamboat ever built. Based on guest requests, we will offer new three- and four-day cruises for time-pressed travelers.

Upper Mississippi: Back by popular demand, the company will be sailing the Mississippi from its headwaters in Minnesota all the way to the Gulf of Mexico. The 16-day journey combines wildlife and intricate locks and dams, with Southern charms and the birthplaces of jazz and country music.

America’s Heartland: The 245-guest, paddle wheeler American Countess cruises the Ohio, Tennessee, and Cumberland rivers. New Experiential Voyages include a bourbon-themed voyage with noted food and spirits experts, including Dickie Brennan, chef-owner of the legendary Bourbon House in New Orleans.

Snake & Columbia Rivers: Travelers can discover the unspoiled treasures of the Pacific Northwest aboard the 221-guest American Empress, including new wine-themed cruises. Depending on the voyage, guests can join a salmon excursion and bring their freshly caught and cleaned catch back to enjoy on the boat.

Alaska & British Columbia: AQV will return to Alaska for its third season. Aboard the environmentally friendly, 186-guest Ocean Victory, guests enjoy expeditions via Zodiac exploration boats and kayak excursions led by a team of naturalists and field guides in cooperation with California Polytechnic State University.

All current published voyages will continue to operate as planned through November 2023.

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Ocean Voyager

Alex kostich is one of the world’s top open water swimmers..

Reading time min

Photo: Courtesy Alex Kostich

By David Preizler

L ast November, at an annual 5-mile open water race in St. Croix, U.S. Virgin Islands, that he’s won 18 times, Alex Kostich placed second, by less than a second, to a 16-year-old. A spectator on the beach asked him whether he consciously let the other guy win.

It’s an understandable question. When detailing Kostich’s racing accolades, the first question is how far back do you want to go? As a member of the U.S. national team, he won a total of three gold medals at the Pan American Games in 1987 and 1991. An All-American and an NCAA runner-up in the 1,650-yard freestyle while competing for Stanford, Kostich, ’92, has won or placed in the top 10 of dozens of ocean races over the years, including the 2.4-mile Waikiki Roughwater and the La Jolla Gatorman, a grueling 3-mile swim in the San Diego area, from La Jolla Cove to Scripps Pier and back. In 2019, he earned a spot in Guinness World Records for completing the fastest-ever solo circumnavigation (10 km) of Pitcairn, a remote volcanic island in the southern Pacific.  

In 2019, he earned a spot in Guinness World Records for completing the fastest-ever solo circumnavigation of Pitcairn Island.

Kostich balances his swimming with a career in the entertainment industry; he’s senior vice president of creative marketing at Participant, a production company in Los Angeles devoted to socially conscious projects (and founded by Jeff Skoll, MBA ’95). Recent films Kostich helped market include Dark Waters and Stillwater  (neither is swimming-related, despite the aquatic titles);   he appreciates the connection between his work and his love of the natural environment. “I love that I’m able to work on projects that raise awareness about global issues facing all of us,” notably climate change, pollution, rising ocean levels and overfishing, he says. “It’s nice to know that what I’m working on in my professional life might actually affect and influence, in positive ways, what I treasure in my personal life.”

Apart from future island circumnavigations and ocean races, Kostich is plotting his next challenge, this time on terra firma. Along with his husband, Steve Childers, and a few close friends, he plans to climb Mount Kilimanjaro.   “I thought it would be cool to do something outside of my comfort zone,” he says.

David Preizler is a freelance writer in Los Angeles .

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• American Queen Voyages

Ocean Voyager

Former names: ms victory i, ms saint laurent, sea voyager, cape may light.

Cruise line Victory Cruise Lines (American Queen Voyages)

Ocean Voyager last position

Ocean Voyager last location was at US East Coast (coordinates 43.64074 N / -70.26647 W) cruising en route to Portland ME. The AIS position was reported 2 days ago.

Specifications of Ocean Voyager

•   Review
•   Wiki

Ocean Voyager Review

Review of ocean voyager.

The 2001-built Ocean Voyager cruise ship (fka "MS Victory I"/until 2021, and "MS Saint Laurent" until 2015) was initially owned by the company Haimark Line (subsidiary of the luxury river cruisetour operator Haimark Travel). Haimark declared bankruptcy in the end of 2015. Currently, the ship is owned by Clipper Group and chartered to AQSC/American Queen Voyages . Launched in 2016, this new cruise brand operates itineraries on the Great Lakes (USA and Canada) during summer, and to Caribbean roundtrips from Florida (during fall and winter months).

After resuming service in 2022 (following the 2-year hiatus due to the Coronavirus crisis) the boat was renamed from "Victory 1" to "Ocean Voyager".

From the same series (sistership) is the fleetmate Ocean Navigator (formerly Victory 2, Cape Cod Light, Sea Discoverer). Both were built in resemblance to the traditional American coastal steamboats of the late-19th century. They both started operations on itineraries on the Great Lakes, Canadian Maritime, East Coast USA and Southern USA.

The vessel (IMO number 9213129) is currently Bahamas- flagged (MMSI 311050400) and registered in Nassau .

Later in 2024, the ship will be renamed "Victory I" and reflagged to the USA.

History - construction and ownership

The 210-passenger ship Ocean Voyager was launched in 2001 (as "Cape May Light") by Atlantic Marine (shipyard Jacksonville Florida / now BAE Systems Southeast Florida). The vessel was originally built for Great Lakes Cruises (USA-based company) and designated for expedition voyages with itineraries in Central and South America.

The ship (originally named "Clipper Voyager") was ordered by the Copenhagen Denmark -based company Clipper Group AS. The company specializes in marine shipping, cruise shipping, and also car and passenger ferries . The vessel was operated under charter by Haimark Line - specializing in small ship expedition cruise touring. Before entering service for Haimark, the vessel was extensively refurbished in Charleston SC .

The vessel's last charterer was the Copenhagen -based company Albatros Travel, which specializes in polar expedition cruises and tours. The company Cruise Management International Inc provided deck and engine management, while the sister-company CMI Leisure Management Inc handled the onboard hotel operations.

MS Saint Laurent ship's inaugural cruise for Haimark was on May 30, 2015, leaving from homeport Montreal Canada . Before the launch, Haimark Line invested USD 3,5 million for an extensive drydock refurbishment of all interior spaces. Then the ship was renamed from "Cape May Light". Unfortunately, on June 18, 2015, with all 274 people on board, the St Laurent cruise ship collided with the concrete wall bumper of Eisenhower Lock ( Saint Lawrence Seaway ) located near Massena NY. The number of injured was 21.

In April 2016 was announced that vessel's operator Haimark Line Ltd had cancelled all scheduled voyages. All booked Haimark customers were refunded, but the company didn't provide reimbursement for air travel payments, hotels or other expenses that don't constitute water transportation or related services. Booked travelers who have previously obtained a refund from their travel insurance or credit card issuer were not eligible.

In November 2018, American Queen Voyages (AQSC) signed an agreement to purchase the brand "Victory Cruise Line", as well as its chartered (from Sunstone Ships) vessels. Victory Cruise Line has a separate fleet and management and operates as a subsidiary company of AQSC/AQV.

Following the bankruptcy of Hornblower Group in 2024 (February), American Queen Voyages was placed for sale. Hornblower was sold to Strategic Value Partners and announced reorganization plans, focusing on its other subsidiaries. In April 2024, both AQV's coastal ships (Ocean Navigator and Ocean Voyager) were auctioned and sold for a total of US$1,901,000 (or US$950,500 per vessel) to John Waggoner (AQSC's  Founder). The backup bidder (US$1,801 million) was Ship Management Group LLC. In May, the new shipowner announced that following a drydock refurbishment period, both boats would be chartered to/start services for the restored Victory Cruise Lines. Under their previous names - Victory I (Ocean Voyager) and Victory II (Ocean Navigator)- both would be deployed on the Great Lakes.

Decks and Cabins

MS Ocean Voyager ship features a beautifully appointed interior with only 105 staterooms . Its stylish staterooms offer high thread-count bedding, premium mattresses, pillow menus and L'Occitane bath amenities. Passengers enjoy free WiFi Internet access and 24-hour room service, as well as nightly turndown service. The stateroom entertainment systems feature LCD-TVs with satellite programming and radio/alarm clocks with Ipod Docking Station. Outside staterooms include armoires and picture windows for panoramic views.

The boat has 5 passenger decks , of which 4 are with cabins.

Shipboard facilities and amenities

MS Victory 1 ship's dining options include the Shearwater Dining Room, Tavern and Outdoor Grill. Guests can enjoy fine a la carte dining in the main restaurant or the outdoor Cliff Rock Grill & Bar. they can treat themselves to fresh "hot rock" cooking at Cliff Rock, savor regionally inspired cuisine and western classics at Shearwater Dining Room, indulge in delightful afternoon tea service, complete with cakes and cookies, mingle with friends at the British-style Seascape Tavern.

The boat has an Observation Lounge, Sun Deck, Terrace, Boutique Shop. Expertly guided shore excursions are included. Learn Aboard (shipboard enrichment program) is hosted by experts in culture, history and natural wonders of the places visited.

Itineraries

MV Ocean-Voyager itinerary calendar has regularly scheduled Great Lakes and St Lawrence Seaway cruises in the USA and Canada. The ship also operates regular cruises to Cuba leaving round-trip from Miami Florida . The newly refurbished ship entered service on July 8, 2016.

• AQV/Victory Cruise Line's USA-Canada itinerary program offers 15-day itineraries leaving out of Chicago (Navy Pier) , Toronto and Montreal . Cuba cruises from Miami started on October 28, 2016. The roundtrip itineraries range from 4-days (Miami to Havana ) to 14-days (around Cuba / circumnavigation itinerary.
• In October 2017 was announced the inaugural Cuba cruise season will offer 13- to 15-night island circumnavigation itineraries starting in March 2018. All the themed "Cuba 360-degree" itineraries circumnavigate Cuba and visit UNESCO sites as part of the company's shore excursions program. All-inclusive fares (per person, double occupancy) started from USD 7,000, with promo prices from USD 5,500 plus USD 400 airfare credit.
• The inaugural Cuba cruise departed from Miami on April 20, 2018. The 15-night itinerary visited 4 Cuban ports - overnights in Havana (3 overnights) and Santiago de Cuba (1), plus Trinidad , Cienfuegos and Maria la Gorda . Following the maiden voyage, Victory 1 operated out of Miami on 5 more roundtrip itineraries.
• 2018 Cuban season ended with an 11-day repositioning cruise (May 5) with included flight Miami to Havana and an overnight.

Victory Cruise Lines itinerary program (January-April 2019) included 13- and 14-night Cuba circumnavigation cruises on MS Victory I. For the winter, the company offered reduced pricing plus early booking discounts on all Miami-Cuba cruises. All-inclusive fares for 13-night itineraries started at USD 6,000 pp (included early-booking discount). Select departures had an overnight hotel or air credit of USD 500 pp.

The ship's Cuba circumnavigation itineraries were Miami roundtrips - 2019 departures Jan 29, Feb 15, Mar 1, 15, 29. Each voyage features educational activities (interactions with Cuban artists, musicians, naturalists, entrepreneurs).

For season 2019 (May through October), Victory Cruise Line scheduled 10-day "Great Lakes" cruises operated with all-inclusive deals. Victory 1 ship was homeported in Toronto and Chicago , with route ports Port Colborne ON , Cleveland OH , Detroit MI , Lake Huron (scenic cruising), Little Current (Manitoulin Island) , Soo Locks (connecting Lake Superior with Great Lakes). Sault Ste Marie , Mackinac Island , Lake Michigan. This "Great Lakes Grand Discovery" itinerary on MS Victory 1 in 2019 is offered on (departures) May 13-22-31, June 9-27, August 11-20-29, October 4-13. Signature destinations are Georgian Bay, Niagara Falls, Southern Canadian coastal cruising. Prices started at USD 6390 per person (double occupancy fares).

Ocean Voyager's "maiden season" (inaugural cruise under the new ship name) started on January 4, 2022. The program was based on Yucatan Mexico itineraries. The roundtrips from Cozumel visited three Yucatan ports (Campeche, Progreso , Valladolid) and as complimentary shore excursions - visits to Malecon de Campeche (beach resort tourism area), Chichen Itza (El Castillio, La Piramide/aka Kukulkan Temple, with Mayaland Hotel overnight stay), Merida (Gran Museo del Mundo Maya).

Victory Cruise Lines deals

Follows the list of onboard amenities and services offered complimentary to all passengers (cruise price inclusive) regardless of cabin grades:

• accommodation: sleeping area (2 twin beds or 1 queen bed / excepting Owners Suites and Category E (with 1 fixed queen bed, 100% Egyptian cotton bedding sets, premium mattresses), en-suite bathroom (robes, slippers, make-up mirror, hairdryer), electronic safe (in the closet), individual climate control, flat LCD TV (satellite programming), direct dial phone (outside line), radio (alarm, docking station)
• daily housekeeping, nightly turndown service
• daily tour (1 excursion in each cruise port)
• complimentary drinks (coffee, tea, bottled water, soft drinks, house brand beers and wine by the glass with all lunches and dinners)
• all onboard meals
• brunch time Consume and Afternoon Tea service

Victory Cruise Line/AQV fares were inclusive of all daily-scheduled tours (excursions ashore), including full-day Niagara Falls and  Mackinac Island (Lake Huron) . Deals were also inclusive of alcohol (beer and wine) at lunch and dinner.

Not included in the cruise deals are:

• flights (domestic or international airfare to and from the port destination)
• Other beverages (not mentioned above)
• gratuities (onboard and on shore excursions), port charges, cruise insurance.

Victory Cruise Line's closest competitor (in both USA and Cuba) is Pearl Seas Cruises.

Ocean Voyager - user reviews and comments

Photos of ocean voyager.

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Other Victory Cruise Lines cruise ships

• Ocean Navigator

Ocean Voyager Wiki

In 2015 Haimark Line invested USD 3,5 million for the refurbishment of the "Cape May Light" ship and renamed it to "MS Saint Laurent". The ship was previously operating also under the names "Clipper Voyager" and "Sea Voyager". The vessel was built in 2001 for the USA line Great Lakes Cruises, which specialized in expedition voyages in Central and South America.

On May 30, 2015, after changing its name from "Cape May Light", the ship started its inaugural season for the Haimark Line with 10-day Canada to USA "Inaugural Cruise" (itinerary May 30 to June 8) leaving from Montreal Quebec to Portland Maine .

Soon after the collision accident (June 18, 2015), Haimark Line filed for bankruptcy. In June 2016 was announced that Victory Cruise Line intends to rename the vessel to "MS Victory I" and start operations with departures from Montreal (Quebec, Canada) to ports in Canada and Great Lakes (USA). The inaugural cruise was scheduled for July 8. Also were announced further plans for Florida to Cuba cruise itineraries.

Ship's first scheduled Cuba cruise was a 7-day / 6-night itinerary round-trip from Port Canaveral (Orlando) Florida (departure Oct 28, 2016). Ship's winter 2016-2017 itinerary program included 3-day to 14-day roundtrips to Cuba out of Miami (through April 2017).

On April 19, 2018, was boat's maiden call at PortMiami, which started Victory Cruise Line's Cuba program. On board were hosted ship tours for travel agents and sales seminar. The inaugural Cuban cruise was on April 20 (themed "Cuba 360" / circumnavigation itinerary). The 15-night roundtrip visited Cuba's 4 main seaports and featured 3 overnights in Havana. The repositioning cruise back to Canada was scheduled for May 5. In 2019 (January through April) were scheduled 13-14-night roundtrips from Miami to Cuba.

In mid-November 2018, the shipowner AQSC (now American Queen Voyages) announced an agreement to acquire the brand "Victory Cruise Line", that includes purchasing its two chartered (Sunstone Ships-owned) vessels Victory I (2001-built) and Ocean Navigator (2004-built). To AQSC fleet was also added the newbuild Ocean Victory (2021) - Sunstone-owned vessel operated under charter. All the 3 ships stay in a separate fleet - under the "Victory Cruise Line" brand. Transaction terms (and price) were not disclosed. The acquisition deal was closed in mid-January 2019.

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American Queen Voyages’™ Ocean Voyager™ Embarks on 2022 Lakes and Ocean Season

Posted by Lillian Africano | Jan 10, 2022 | Cruise News and Reviews , Featured |

“Expanding our experiences beyond U.S. river cruises to immersive international small-ship itineraries has been a company goal for some time and it is exciting to now offer our guests these new content-rich cultural adventures,” said Shawn Bierdz, chief operating officer, American Queen Voyages. “Later this year we will embark on Southeast U.S. voyages, itineraries touching all five Great Lakes, an inaugural expedition season in Alaska with Ocean Victory™   and much more.” 

Winter Savings Event 

In celebration of 2022 and all River, Lakes & Ocean and Expedition vessels welcoming guests onboard, American Queen Voyages announces the Winter Savings Event of up to $5,400 bonus savings per stateroom on bookings made by Feb. 28, 2022, on select voyages. 

Winter Savings itinerary highlights include: 

Cincinnati to Memphis

Heartland Splendors on the Ohio River 

This nine-day sailing takes guests on a journey along the Ohio River, with stops visiting its most charming port cities. A visit to river gem Paducah, Ky., a UNESCO Creative City of Crafts and Folk Art, is sure to inspire guests. History buffs will enjoy a stop in Brandenburg, Ky. with the option to visit the Abraham Lincoln Birthplace National Historic Park, tour the Lincoln Museum and explore the legacy of General George S. Patton at one of the United States Army’s most renowned military complexes, Fort Knox. Ports of call on this itinerary include Madison, In.; Brandenburg, Ky.; Owensboro, Ky.; Henderson, Ky.; Paducah, Ky.; New Madrid, Mo.; and Memphis, Tn.

Portland to Toronto  

New England Splendors 

A 13-day journey around the northeast corner of the United States and into Canada, Ocean Navigator sails through a classic collection of ports into the St. Lawrence Seaway and Lake Ontario. In Charlottetown, Prince Edward Island, guests can enjoy the scenic capital packed with tremendous spirit and vibrant natural displays. Beachside vistas will embrace emerald pastures with a charming city center as a port community. Ports of call include Portland, Me.; Halifax, Ns.; Charlottetown, PEI.; Quebec City, Qc; Montreal, Qc. and Toronto, On. 

Chicago to Toronto  

Splendor of the Great Lakes 

An 11-day exploration of all five Great Lakes dives into North America’s maritime legacy on board the Ocean Voyager™ and Ocean Navigator™ with an exclusive embarkation or debarkation at downtown Chicago’s Navy Pier. A port highlight is Mackinac Island on Lake Huron, a destination known for its most extensive historical preservation, earning a listing as a National Historic Landmark. Horses and bicycles are a primary mode of transportation on the island and a stop at the famous Grand Hotel is a must. Ports of call include Chicago, Mackinac Island, Mi.; Little Current (Manitoulin Island), On.; Detroit, Mi.; Cleveland, Oh.; Niagara Falls, (Port Colborne), On. and Toronto. 

Vancouver to Sitka

Authentic Alaska  

Vancouver, B.C. to Sitka, Alaska |12-day (or reverse |13-day)

Explore Alaska over 12-days on the brand new, Ocean Victory™ expedition vessel calling on remote ports inaccessible by large vessel. Explore the native Tlingit community of Kake, for a traditional dance performance and the site of one of the world’s largest one tree-totems treasures. Ports of call include: a pre-cruise hotel stay in Vancouver, B.C.; Fiordland (Kynoch Inlet); Ketchikan/Metlakatla; Misty Fjords National Monument; Waterfall Coast; Petersburg, Tracy/Endicott Arm; Kake/Frederick Sound; and Sitka, Alaska. Sailings available in May; June; July; Aug.; Sept. 2022.

For more information on American Queen Voyages’ Winter Savings Event, sailing dates, and to book a reservation, contact a travel professional or call 833-598-0119 or visit www.AQVoyages.com . 

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About The Author

Lillian Africano

Lillian Africano, Managing Editor. Lillian Africano is the cruise editor at Jax Fax, editor-in-chief of SpaReviewMag.com and the author of 17 books, including an award-winning business guide to the Middle East, travel guides to New York and New Jersey and several best-selling novels (using a pseudonym). Her articles have appeared in many print and online publications, including AOL and usatoday.com. She is past president of the Society of American Travel Writers (SATW), past president of the International Food, Wine & Travel Writers Association (IFWTWA) and a member of the Authors Guild and the American Society of Journalists & Authors (ASJA).

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Voyager 2 Will Be Able To Do More Science With A New Power Strategy

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Both Voyager probes power themselves with radioisotope thermoelectric generators (RTGs), which convert heat from decaying plutonium into electricity. The continual decay process means the generator produces slightly less power each year. So far, the declining power supply hasn’t impacted the mission’s science output, but to compensate for the loss, engineers have turned off heaters and other systems that are not essential to keeping the spacecraft flying.

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Download Specification Sheet

Broker Listing

Broker Report

3D Walkthrough

SPECIFICATION

Length Overall (LOA): 90 ft

Beam: 30 ft

Draft (Minimum): 8 ft

Displacement: 110 tons (full load)

Engines: 2 x Cummins NTA855, 400 HP each, Inboard, Diesel

Cruising Speed: 12 knots

Maximum Speed: 14 knots

10,000 nm @ 8 knots (1050 RPM, 6.2 GPH)

7,000 nm @ 10.5 knots (1550 RPM, 9.6 GPH)

6,000 nm @ 12 knots (1750 RPM, 14 GPH)

Fuel Capacity: 12,300 gallons (Aluminum tanks)

Fresh Water Capacity: 3,800 gallons

Accommodations: 3 Cabins, 4 Heads

Crew: 3 to 6

Originally launched in 2004 as a robust fishing vessel, ROGUE's transformation by Ocean Voyager in 2015 marked her rebirth as a pinnacle of expedition catamarans. This extensive refit was underpinned by a vision to meld rugged exploration capabilities with sustainable luxury, embodying Ocean Voyager's commitment to creating vessels that are not only conduits to adventure but also guardians of the marine environments they explore. 

A defining feature of ROGUE is her hydraulic crane system, a testament to Ocean Voyager's innovative spirit. This system is not just an engineering feat; it's a gateway to underwater exploration, allowing for the deployment of a submarine. This unique capability invites guests to delve beneath the surface, exploring the ocean's depths in unparalleled safety and comfort. 

The top deck of ROGUE is a harmonious blend of form and function, designed with the dual purposes of leisure and observation. It is a space where guests can gather to watch the sunset, dine under the stars, or simply enjoy the panoramic views of the untamed wilderness around them. Ocean Voyager’s ethos of seamless integration with the natural world is palpable here, where the boundaries between inside and out blur. 

The pilot house stands as the nerve center of ROGUE, embodying Ocean Voyager's commitment to technological excellence and navigational precision. It is equipped with state-of-the-art navigation systems, ensuring safe passage through the most challenging waters. The design prioritizes functionality and visibility, reflecting a philosophy that views the journey as an integral part of the adventure experience. 

BACK DECK / INTERIOR

Within ROGUE's hull lies an interior that marries luxury with functionality. Ocean Voyager's design philosophy is evident in every detail, from the spacious salon with its vaulted ceilings to the comfortable guest cabins. Materials are chosen not just for their aesthetic appeal but for their durability and sustainability, ensuring that the vessel's environmental footprint is as light as the breezes that propel her. 

SAFE BOAT TENDER

Complementing the submarine deployment capabilities, ROGUE’s crane system also facilitates the launching and retrieval of a tender. This aspect underscores Ocean Voyager’s dedication to providing guests with unparalleled access to remote locations – whether it's a secluded beach inaccessible to larger vessels or a hidden cove teeming with wildlife, the tender offers a bridge to discovery. 

ENGINEERING / ELECTRICAL

The engine room of ROGUE is a testament to Ocean Voyager’s commitment to efficiency and reliability. Housing twin Cummins engines, it is designed for optimal performance across long distances, embodying the ethos of sustainable exploration. Here, technology and design converge to ensure that ROGUE’s adventures are as environmentally responsible as they are exhilarating. 

The implementation of storage on ROGUE ensures that every piece of exploration equipment has its place, reflecting Ocean Voyager’s belief in the importance of preparedness in the pursuit of adventure. This meticulous attention to detail ensures that whether it’s diving gear, scientific instruments, or personal belongings, everything is safely stowed yet readily accessible. 

ANCHOR WINDLASS

The anchor windlass system on ROGUE is robust and reliable, designed to anchor in the most demanding conditions. It exemplifies Ocean Voyager's ethos of self-reliance and safety, ensuring that ROGUE can securely explore the furthest reaches of the globe. This system not only anchors the vessel physically but also symbolizes the anchoring of Ocean Voyager’s principles in everything they create. 

ROGUE represents the pinnacle of Ocean Voyager’s vision, a vessel that seamlessly combines the thrill of exploration with the principles of sustainability and luxury. Its detailed refit and thoughtful design choices serve not just the needs of modern adventurers but also the broader ambition of harmonious coexistence with the marine environment. ROGUE is more than a yacht; it is a statement of intent, a testament to the belief that the greatest voyages not only take us across the waters but also bring us closer to understanding our place within the natural world. 

Fishing Planet: Ocean Voyager Pack

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Go on a 30-day ocean fishing voyage in the waters of Kaiji No Ri island aboard the swift Scutum™ fishing yacht with the Ocean Voyager Pack! The yacht comes with 6 rod holders (2 for each player) and enough space to store the catch of each of three anglers onboard. Equip yourself with the special ocean trolling gear from Fletch and Bradford™ and Tsurihito™ bottom fishing gear, complete with multiple baits and lures to catch those ocean beasts. Take advantage of additional storage slots and a spacious tackle wagon capable of holding up to 300 items, giving you the freedom to take along everything you need. Enjoy added convenience with an advanced license, 30 days of Premium account to maximize your earnings and XP. Plus, with 30 marker and 10 navigation buoys, exploring the waters of this enormous location will be a breeze! Ocean Voyager Pack includes: * 100000 CREDITS * 50 BAITCOINS * 30-DAYS PREMIUM * 30 Marker Buoys * 150 Slots * 2 Tackle Setup Slots 10 NAVIGATION BUOYS FISHING YACHT * Tsurihito™ Scutum™ Fishing Yacht - Max Speed: 25 kn; Fish Storage: 2202 Lb (999 kg); Maximum seats: 3; Rod Holders: 6; Length: 39.4 ft (12 m); Width: 13.9 ft (4.2 m); Weight: 10600 Lb (4800 kg); Material: Fiberglass; Engine: 555 hp; Echo Sounder: Oem, ElitePro, CircleScanning; GPS: Yes; Detailing: Ultra; Max Single Fish Weight: 390 Lb (177 kg); Fish-Friendly: No RODS ‘N REELS Rods: * Fletch and Bradford™ MaxFlow X-treme 5' 5" (165) SE - Length: 5' 5" (1.65 m); Lure Weight: 2 1/2–6 Oz (72–168 g); Power: X Heavy; Line Weight: 35–154 Lb (16–70 kg); Action: Moderate * Fletch and Bradford™ AquaStrike FJ 5' 7" (170) SE - Length: 5' 7" (1.7 m); Casting Weight: 3 1/2–17 5/8 Oz (100–500 g); Power: X Heavy; Line Weight: 71–160 Lb (32–72.5 kg); Action: Moderate Reels: * Tsurihito™ MaguroMaster Gold 16000 - Ratio: 7.3; Recovery: 45.3" (115 cm); Capacity: Mono 132/330 (1.0/330), Braid 104/800 (0.42/800); Max Drag: 152 Lb (69 kg); Brake: Magnetic & Centrifugal * Tsurihito™ MaguroMaster Gold 18000 - Ratio: 7.4; Recovery: 45.3" (115 cm); Capacity: Mono 132/370 (1.0/370), Braid 104/900 (0.42/900); Max Drag: 159 Lb (72 kg); Brake: Magnetic & Centrifugal TERMINAL TACKLE * Lines - Length: 2500 yd (2500 m): OceanPower Mono .0413" (1.05 mm) - Test: 143 Lb (65 kg) OceanPower Mono .0433" (1.1 mm) - Test: 154 Lb (70 kg) ZenLine Braid .0177" (0.45 mm) - Test: 146 Lb (66 kg) ZenLine Braid .0181" (0.46 mm) - Test: 159 Lb (72 kg) * HinomaruClear Fluorocarbon Leader .0433 (1.1) (x15) - Length: 3' 3" (1 m); Test: 143 Lb (65 kg) * HinomaruClear Fluorocarbon Leader .0433 (1.1) (x15) - Length: 4' 11" (1.5 m); Test: 143 Lb (65 kg) * HinomaruClear Fluorocarbon Leader .0452 (1.15) (x15) - Length: 3' 3" (1 m); Test: 154 Lb (70 kg) * HinomaruClear Fluorocarbon Leader .0452 (1.15) (x15) - Length: 4' 11" (1.5 m); Test: 154 Lb (70 kg) * Saltwater Curved Hooks: #8/0 (x15), #10/0 (x15), #12/0 (x15), #14/0 (x15), #16/0 (x15), #18/0 (x15) * Livebait Trolling Hook: #2/0 (x15), #3/0 (x15), #5/0 (x15), #7/0 (x15), #8/0 (x15), #10/0 (x15) * Head Starter Sinkers: 1 3/4 Oz. (50 g) (x15), 2 3/4 Oz. (75 g) (x15), 3 1/2 Oz. (100 g) (x15), 4 3/4 Oz. (135 g) (x15), 6 Oz. (170 g) (x15) * Cannonball Sinkers: 5 1/2 Oz. (150 g) (x3), 6 Oz. (175 g) (x3), 7 Oz. (200 g) (x3) * Snapper Sinkers: 9 Oz. (250 g) (x3), 10 1/2 Oz. (300 g) (x3), 12 1/3 Oz. (350 g) (x3), 14 Oz. (400 g) (x3) * Plugs: 3 Oz. (85 g), #8/0 (x6); 4 1/16 Oz. (115 g), #8/0 (x6); 5 3/10 Oz. (150 g), #10/0 (x6) * Mini Pilkers: 1 3/4 Oz. (50 g), #3/0 (x9) * Single Hook Pilkers: 2 1/8 Oz. (60 g), #4/0 (x6); 2 4/5 Oz. (80 g), #5/0 (x6); 3 1/2 Oz. (100 g), #6/0 (x6) * Bucktails: 1 3/4 Oz. (50 g), #6/0 (x9) * Baits: Finger Mullets (x50), Gulf Shrimp (x50), Scaled Sardine (x50), Crab (x50), Japanese Spiny Lobster (x50), Japanese Flying Squid (x50), Japanese Anchovy (x50), Gutted Fish (x50), Medium Fish Strips (x50), Large Fish Strips (x50), Japanese Jack Mackerel (x50) EQUIPMENT * UL-CHUBER Tackle Wagon Quadro Pro - Tackles: 300; Lines: 25; Groundbait Components: 150 FISHING LICENSES (30 days): Advanced Japan License POND PASSES: Kaiji No Ri Pass (30 Days)

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An Around-the-World Eco-Voyage Makes a Pit Stop Near Wall Street

By Adam Iscoe

One phrase that describes New York’s waterways is “diesel-powered”: supersized container ships, megayachts, oil tankers, garbage barges. But not every ship that comes to town is on a Greenpeace watch list; there are also schooners, plus the odd outrigger canoe. And recently a hundred-foot-long former racing catamaran from France, which had been retrofitted with solar panels and a hydrogen fuel cell, docked near Wall Street. The vessel, known as Energy Observer, resembled a sperm whale that had been wrapped in roughly ten thousand photovoltaic cells. She made a two-week pit stop during a seven-year, around-the-world voyage, gathering some fresh vegetables, before setting sail again, at dawn.

“We’re having a little issue with the batteries this morning,” Beatrice Cordiano, an Italian scientist aboard the craft, said on the day of departure. Energy Observer was to travel up the East River, through Long Island Sound toward Massachusetts, and across the Atlantic, in the direction of the French coast; her more than sixty-two-thousand-mile journey would return to where it began, in 2017, in Saint-Malo. “It’s a problem that we usually do not have,” Cordiano said of the batteries. Just about everything on the vessel—two electric engines, a washing machine, the Starlink satellite hookup, a seawater desalinator, two refrigerators, several MacBooks, a G.P.S. navigation system, lights—is powered by four lithium-ion batteries, which are recharged by a couple of thousand square feet of solar panels, and a hundred and thirty-seven pounds of hydrogen gas. The gas, which is produced using seawater, is stored in eight pressurized tanks.

Here’s how it works: In the hulls, seawater is desalinized and purified, before an electrolyzer splits H 2 O into hydrogen and oxygen. After that, the hydrogen gas is converted into electricity, via a custom-built Toyota fuel cell—a version of the technology inside the company’s hydrogen-powered sedan, which emits water vapor instead of exhaust.

Cordiano, who wore a blue beanie and a retroreflective sailing jacket, and had the chapped lips of a woman who had been at sea for some two years, went on, “If there’s no sun, no wind, no nothing, we can do continuous sailing for one week with the hydrogen that we have.” But setting sail was practically impossible without working batteries. Luc Bourserie, one of the ship’s engineers, grabbed some pliers and shouted, “This is high-voltage work,” before disappearing into a hull.

After further shouting (and swearing), Energy Observer’s electric motors puttered to life, and the vessel departed the marina. Marin Jarry, a merchant marine turned eco-evangelist, sat on the bridge, sipping espresso from a mug that read “ The Captain’s Word Is Law ” and smoking Marlboro Golds. As Jarry lifted two sails—or “ocean wings,” as they’re known on board—with the push of a button, he glanced at the nearby Statue of Liberty and said, “A French present.” Downstairs, another crew member muttered, “It’s underwhelming, if you ask me.”

Energy Observer passed under the Brooklyn Bridge and continued north, past a wastewater-treatment plant on Randall’s Island, an oil-and-gas facility in Astoria, and a recently decommissioned prison barge in the Bronx. On deck, George Conty, a boatswain (“I’m the Swiss Army knife,” he said), reminisced about some highlights during his four years at sea—huge storms in the Pacific, icebergs near Svalbard. Before joining the crew, he was in the French special forces, fighting isis . “People are used to just pressing a button without realizing the impact, because it’s easy,” he said. “We live in a comfortable world. But that’s not the case everywhere. When there’s a string of cloudy days and there’s no wind, it’s a shitty situation. You have to choose between comfort and speed.” In such cases, the crew puts up with strict water rationing and eats salads. “If we want to change the world, I think the first thing is sobriété —being reasonable, turning off the lights.” The wind picked up, and Conty smiled. “I love this shit,” he said. ♦2

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NASA's Voyager 1 spacecraft finally phones home after 5 months of no contact

On Saturday, April 5, Voyager 1 finally "phoned home" and updated its NASA operating team about its health.

NASA's interstellar explorer Voyager 1 is finally communicating with ground control in an understandable way again. On Saturday (April 20), Voyager 1 updated ground control about its health status for the first time in 5 months. While the Voyager 1 spacecraft still isn't sending valid science data back to Earth, it is now returning usable information about the health and operating status of its onboard engineering systems. 

Thirty-five years after its launch in 1977, Voyager 1 became the first human-made object to leave the solar system and enter interstellar space . It was followed out of our cosmic quarters by its space-faring sibling, Voyager 2 , six years later in 2018. Voyager 2, thankfully, is still operational and communicating well with Earth. 

The two spacecraft remain the only human-made objects exploring space beyond the influence of the sun. However, on Nov. 14, 2023, after 11 years of exploring interstellar space and while sitting a staggering 15 billion miles (24 billion kilometers) from Earth, Voyager 1's binary code — computer language composed of 0s and 1s that it uses to communicate with its flight team at NASA — stopped making sense.

Related: We finally know why NASA's Voyager 1 spacecraft stopped communicating — scientists are working on a fix

In March, NASA's Voyager 1 operating team sent a digital "poke" to the spacecraft, prompting its flight data subsystem (FDS) to send a full memory readout back home.

This memory dump revealed to scientists and engineers that the "glitch" is the result of a corrupted code contained on a single chip representing around 3% of the FDS memory. The loss of this code rendered Voyager 1's science and engineering data unusable.

The NASA team can't physically repair or replace this chip, of course, but what they can do is remotely place the affected code elsewhere in the FDS memory. Though no single section of the memory is large enough to hold this code entirely, the team can slice it into sections and store these chunks separately. To do this, they will also have to adjust the relevant storage sections to ensure the addition of this corrupted code won't cause those areas to stop operating individually, or working together as a whole. In addition to this, NASA staff will also have to ensure any references to the corrupted code's location are updated.

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—  NASA Voyager 2 spacecraft extends its interstellar science mission for 3 more years

On April 18, 2024, the team began sending the code to its new location in the FDS memory. This was a painstaking process, as a radio signal takes 22.5 hours to traverse the distance between Earth and Voyager 1, and it then takes another 22.5 hours to get a signal back from the craft. 

By Saturday (April 20), however, the team confirmed their modification had worked. For the first time in five months, the scientists were able to communicate with Voyager 1 and check its health. Over the next few weeks, the team will work on adjusting the rest of the FDS software and aim to recover the regions of the system that are responsible for packaging and returning vital science data from beyond the limits of the solar system.

Join our Space Forums to keep talking space on the latest missions, night sky and more! And if you have a news tip, correction or comment, let us know at: [email protected].

Robert Lea is a science journalist in the U.K. whose articles have been published in Physics World, New Scientist, Astronomy Magazine, All About Space, Newsweek and ZME Science. He also writes about science communication for Elsevier and the European Journal of Physics. Rob holds a bachelor of science degree in physics and astronomy from the U.K.’s Open University. Follow him on Twitter @sciencef1rst.

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• Robb62 'V'ger must contact the creator. Reply
• Holy HannaH! Couldn't help but think that "repair" sounded extremely similar to the mechanics of DNA and the evolution of life. Reply
• Torbjorn Larsson *Applause* indeed, thanks to the Voyager teams for the hard work! Reply
• SpaceSpinner I notice that the article says that it has been in space for 35 years. Either I have gone back in time 10 years, or their AI is off by 10 years. V-*ger has been captured! Reply

Admin said: On Saturday, April 5, Voyager 1 finally "phoned home" and updated its NASA operating team about its health. The interstellar explorer is back in touch after five months of sending back nonsense data. NASA's Voyager 1 spacecraft finally phones home after 5 months of no contact : Read more

evw said: I'm incredibly grateful for the persistence and dedication of the Voyagers' teams and for the amazing accomplishments that have kept these two spacecrafts operational so many years beyond their expected lifetimes. V-1 was launched when I was 25 years young; I was nearly delirious with joy. Exploring the physical universe captivated my attention while I was in elementary school and has kept me mesmerized since. I'm very emotional writing this note, thinking about what amounts to a miracle of technology and longevity in my eyes. BRAVO!!! THANK YOU EVERYONE PAST & PRESENT!!!

• EBairead I presume it's Fortran. Well done all. Reply

SpaceSpinner said: I notice that the article says that it has been in space for 35 years. Either I have gone back in time 10 years, or their AI is off by 10 years. V-*ger has been captured!

EBairead said: I presume it's Fortran. Well done all.

• View All 13 Comments

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