The suit as we know it today can be traced back to its creator Beau Brummel who became the arbiter of fashion more than one hundred and fifty years ago. The dandy style of that era was later epitomised by artists such as David Bowie, Mark Bolan and Bryan Ferry of Roxy Music and became known as glam rock style. Many styles have evolved over the years, such as double breasted, three button, broad to narrow lapel and back again. However the basic structured and shape of the modern day suit has changed little over the past one hundred years. We’ve been locked into repetitive style cycles of the original concept for many decades. Currently the two button single breasted with a more tailored silhouette is standard, with the younger generation opting for what is known as bum freezer. In this case the jacket is cut very short at the base of the torso, trousers low rise, similar to the old fashioned hipster with stove pipe trouser legs to complete the look.

Suiting was first commercialised on Savile Row, the oldest and most famous of all tailoring precincts in the world. Tailors started doing business there around 1803. With Henry Poole credited for creating the very first dinner suit. It later became known as the Tuxedo, named after Tuxedo Park in New York State, an American Indian term meaning moving water. Kings, Princes wealthy industrialists, Hollywood movie stars and rock music stars carved a path to Savile Row spending millions of dollars on luxurious suits made from the finest Australian Marino Wool. In the early 60’s Tommy Nutter opened for business in the early 60’s financially backed by Cilla Black. He became famous for reinventing Savile Row. The first to have open window displays which caused some controversy, this practise was considered brash by old school tailor traditionalists who generally worked behind closed doors. Nutter dressed the Beatles for the famous Abbey Road album cover. Other clients include Mick Jagger, Bianca Jagger and Elton John.

Soon after Spencer Tracey passed away his long-time partner and confidant Catherine Hepburn travelled to Savile Row to pay a visit to the tailor that made Tracey’s suits. She ordered a pair of tailor made denim jeans and unintentionally gave birth to the dress jean trend of the 70s. Based on this innovation Richard James another contemporary of Savile Row tailored suits made of selvage Denim woven in Japan.

Renowned Italian woollen mill and suit maker Zegna have been buying the best super fine Marino wool from Australia since 1910. Apart from their ready-made off the peg apparel, they receive 60 to 80 special orders a year for suits that will set you back $34,000. Zegna are carrying on the Savile Row tradition using the finest quality cloth available.

The demand for bespoke suiting has declined dramatically over the past three decades. The range of cuts and price point available in department stores is a major contributor to the decline in sales on Savile Row, with many tailoring firms having to downsize and tap into the mainstream ready-made market. Now one can purchase an off the peg Italian made suit in super fine Marino wool for under $2,000.

The modern day suit survives, however fewer men tend to wear them, opting for a more casual style. Large accounting and law firms have taken the step away from tradition and for many suit and tie is no longer a standard dress requirement for the office. Is this a good thing? I think not; it demonstrates a lack of self-discipline and self -respect. Men are easily swayed by office peer group pressure and will generally follow the crowd. Those who choose to step out and dress up are the long term winners, so suit up.

Gray and charcoal strata, blanketing the morning sky and the dense, dark green conifer cover of southeastern Connecticut, released deluges of rain and thunderous claps. Patches of ground-hugging condensation, like the smoke tendrils created by a multitude of campfires, spiraled upward.

New London, located on the Thames River and proudly displaying its heritage with several preserved, historic buildings, had been founded in 1646 by John Winthrop, Jr., developing into an important harbor. Boasting a fleet of 30 ships and some 900 employees by 1834, it had become the third-largest whaling port after New Bedford and Nantucket, and today is a small transportation hub: buses deposit passengers in front of the railroad station, its gently curving track, river-paralleling track carrying both Amtrak and Metro North trains, while the harbor serves as the Cross Sound Ferry Company’s water gateway to Block Island and Long Island, the huge, steel ramps of its boats releasing cars and trucks by the dozens every hour. Although the 2:00 p.m. run to Orient Point had just inched away from the dock on that sweltering August day, vehicles booked for the 3:00 departure had already taken their positions in the numerous boarding lanes.

Privately owned and operated by brother-and-sister team Adam and Jessica Wronowski and headquartered in New London itself, the Cross Sound Ferry Company was established to circumvent the geographical challenges posed by Long Island and Connecticut. Separated by the East River and Long Island Sound, Long Island extends more than 110 miles from New York, its northern coast roughly paralleling the southern shore of Connecticut, yet the two landmasses are only connected by means of the Whitestone and Throgs Neck bridges. Depending upon a person’s proximity, he could theoretically have to drive between 100 and 200 miles on the two easterly-westerly arteries-the Long Island Expressway and Interstate 95-to reach his destination.

Remedying these deficiencies, the Cross Sound Ferry Company inaugurated scheduled, passenger and vehicle service between Long Island’s East End at Orient Point and New London, Connecticut, in 1975, forging the vitally needed link for the first time.

Numerous factors, including Long Island’s population surge, the East End’s increase in vineyard-related tourism, the establishment of Connecticut’s Foxwoods and Mohegan Sun casino complexes, and the often traffic-choked roads, resulted in dramatic growth, with up to 23 daily departures in each direction during the peak season and more than one million annual passengers carried.

It operates a motley, eight-vessel fleet.

The Caribbean, sporting a 128-foot overall length and powered by a 1,440-hp engine, had been built in 1972 by Blount Marine in Warren, Rhode Island, for Caribbean archipelago and West Indian services, but was acquired by Cross Sound five years later. Accommodating 130 passengers and 22 vehicles, it was retrofitted with a new pilot house and loading ramp in 1995.

The North Star, constructed in 1968 in Morgan City, Louisiana, to serve as an offshore supply vessel, had been purchased in 1984 and converted for current use by Eastern Marine Shipyard in Panama City, Florida. Powered by a 1,800-hp engine, the 168-foot-long boat accommodates 300 passengers and 35 vehicles.

The 260-foot-long New London, resembling the North Star with its aft, elongated, exposed car deck, had been built in 1979 by the Thames Shipyard and Repair Company in New London itself, but was retrofitted with an upper cabin in 1992 and a 2,400-hp Cummins KTA38-M2 diesel engine two years later, affording speeds of up to 15 knots. It is one of only three vessels in the fleet to do so. Accommodating the same number of passengers as the North Star, it offers sufficient deck space for almost double its cars, or 60.

The 840-passenger, 80-vehicle, 250-foot Susan Anne, constructed in 1964, began its life as the Prince Nova, operating the shuttle service between Caribou, Nova Scotia, and Prince Edward Island. Extensively modified by the Thames Shipyard and Repair Company after Cross Sound had acquired it in 1998, it received a new passenger cabin, airline-style and booth seating, hydraulic lift decks, renewed engine room systems, new electrical equipment, and an improved propulsion system. Now powered by a 4,600 hp GM turbo-charged diesel engine, the round-bilge hulled ferry also attains 15-knot speeds.

The Mary Ellen, built in 1983 and acquired 20 years later, is 260 feet long and carries 800 passengers and 85 vehicles. Powered by a 3,100-hp engine, it is the third to achieve 15-knot cruise speeds.

Dimensionally the largest, at 327 feet, and the most historic vessel in the fleet, the Cape Henlopen had been built in 1941 as a World War II tank-carrying craft in Jeffersonville, Indiana, then designated the USS LST 510, and partook of the D-Day invasion by landing on Omaha Beach in Normandy, for which it won a battle star. Converted for civilian use as a passenger-vehicle ferry in 1966, it served the Lewes, Delaware, to Cape May, New Jersey, route, before being acquired by Cross Sound 17 years later. Retrofitted with a 3,000-hp EMD 12-645 diesel engine in 1995, the boat carries 900 passengers and 90 cars within its 55-foot beam, attaining 12.5-knot speeds.

The Sea Jet I, designed by InCat of Australia and constructed by the Nichols Brothers Shipyard in Seattle, Washington, in 1989, is the fastest and only pure-passenger vessel in the fleet. The 122-foot-long, wave-piercing catamaran, with a 5,000 hp engine and a Maritime Dynamics ride control system, had served three routes before being purchased in 1995: Boston-Nantucket, inter-Hawaiian island commuter service, and San Diego-Catalina Island. Its 400 passengers, accommodated in airline-style seats on two decks, cross the sound in 40 minutes at 30-knot speeds.

The largest-capacity, only specifically designed ferry for the Cross Sound system is the m/v John H, which was scheduled to operate the 3:00 departure to Orient Point. Constructed in 1989 by the Eastern Marine Shipping Company in Panama City, the boat, with a 240-foot length, 60-foot beam, and ten-foot draft, is the largest to be classed under the US Coast Guard’s Subchapter T regulations, certified for operation on lakes, in bays, and on sounds.

Delivered on June 22, 1989, the 98-ton ferry, built of steel, features a dual-level auto deck for 120 vehicles; a forward bar and lounge; a mid-cabin with a Cross Sound Deli venue; an aft cabin and game arcade; and an upper-deck with outside seating for a total passenger complement of 1,000. Flat-screen televisions are positioned throughout.

Recently retrofitted with a cleaner-burning, lower nitrogen oxide, 3,000-hp diesel reduction engine, it attains 13-knot cruise speeds. Its call sign is WAC 6768.

Swallowing the multitude of cars and flat-bed trucks lining the boarding lanes through its aft entry and ingesting them into its cavernous, main deck hold, the m/v John H retracted its hydraulically-actuated ramp and disappendaged itself from Connecticut soil, almost imperceptibly inching away from the dock with a low, vibrating growl from its engine.

Gliding through the dark blue surface of the Thames River, it departed New London Harbor, the east coast’s most accessible, deep-water port because of its Atlantic Ocean proximity, and passed the Electric Boat Shipyard Division of General Dynamics, located on the east side, in Groton. It is one of only two US sites where nuclear submarines are built and serviced.

Having sailed two miles, the boat passed a rocky point on the west side of the River Thames marking its entrance and guarded by the New London Harbor Light. The result of increasing seaborne traffic, the lighthouse, in its original form, had been constructed in 1761 on a 64-foot stone tower topped by a wooden lantern, itself replacing a temporary, mid-1700s beacon.

Secondarily replaced in 1801 by an 89-foot stone tower and cast iron lantern after a large crack had weakened the structure two years earlier, the octagonal brownstone lighthouse, the fourth in North America and the first on Long Island Sound, ranks as Connecticut’s oldest and one of the first to feature a flashing light. The keeper’s house, added in 1863, was enlarged at the turn-of-the-century.

Sporting a fixed white and red sector warning light, the New London Harbor Light today remains an active aid to navigation, alerting ships of dangerous Sarah Ledge.

As if serving as a first-generation GPS waypoint, the lighthouse became the first of many to be negotiated on the ferry’s southwesterly course across Long Island Sound, which it presently entered. The stately appearing, red brick New London Ledge Light, featuring a mansard roof and granite details, slowly moved by off the port wide, marking the harbor’s entrance.

Sparked by Industrial Revolution-created traffic, for which the New London Harbor Light had been deemed inadequate, because of a prevalence of invisible, outlying ledges and shoals, and dictated by coastal Connecticut home owners who wished to maintain the area’s elegant uniformity with its French Second Empire style, it had been constructed in 1901 by the Hamilton R. Douglas Company of New London. It was one of the last New England lighthouses built.

Its crib had been towed to the site and filled with concrete and riprap before being sunk in 28 feet of water, while its 50-square-foot concrete pier, rising 18 feet above the low tide, had been erected on top of it. Three levels of windows represented an equal number of floors. A cast iron lantern, originally sporting a four-order Fresnel lens and incandescent oil vapor lamp, rose from the mansard roof. A fog signal was added in 1911. Its light consisted of 30-second intervaled single-red and triple-white flashes. In 1987, it became the last Long Island Sound lighthouse to become automated.

Maintaining 13 knots, the m/v John H inched past Fishers Island.

The Gothic revival style Race Rock Lighthouse, perched on a round base, soon moved by on the left side. Located at the west end of the island, the mini-castle-appearing structure marked a particularly precarious area whose small rock spurs, penetrating 70 feet of water, had been the cause of numerous shipwrecks and collisions. It had first been lit on January 1, 1879.

Swallowed by the almost referenceless void formed by the dirty-white cloud mist above and the surreal mirror sheen of Long Island Sound below somewhere between New London and Orient Point, the m/v John H maintained a barely registerable 13 knots, its motion only verifiable by the frothy wake it trailed. But a thin pencil line marked its origin and destination, seemingly equidistant between its stern and bow. A strong wind, attempting to counteract the soupy humidity and sulfuric heat, was only marginally triumphant. Long Island Sound itself, bounded by Westchester County, New York, and the Bronx in the west and Orient Point and Plum, Gull, and Fishers islands in the east, measures 90 miles long by three to 20 miles wide, resulting in a 1,180-square-mile, semi-enclosed area sandwiched between the East River and Block Island Sound. It formed part of the Atlantic International Waterway.

Its basin, formed by pre-glaciation stream flows, lowered as a result of two glacial advances, increasing its water depth by more than 100 feet and transforming it from a fresh water, non-tidal lake to a saline, tidal area of the ocean.

The mouth of the Connecticut River, located at Old Saybrook, empties into the sound, while most of its drainage, along with that of the Housatonic and Thames rivers, rapidly flow out at its open eastern end through a drainage basin which is almost 13 times its area.

Its waters are rich in bluefish, lobster, crabs, clams, and oysters, while its watershed supports some eight million people.

In the forward lounge on the m/v John H, the passengers sipped alcoholic beverages, while others purchased a snack or late lunch from the Cross Sound Deli in the mid-cabin. Television watching and reading were prevalent in the aft section, and a handful weathered the rays and winds on the open deck above.

The Gull Islands, located seven miles northeast of Orient Point and midway between Plum and Fishers islands, steadily moved off the port side.

Once the site of a military fort, Great Gull sported a wildlife research station after the American Museum of Natural History established it in 1948 in order to study migratory terns.

Purchased by Samuel Wyllys in 1659, Little Gull, progressing through several owners, ultimately fell into government hands with its 1803, $800 acquisition of it in order to construct a lighthouse on an optimal, one-acre, high-tide location. Other than some existing, foundation-conducive rocks, all its other required building materials had to be transported to the island by sea.

The 59-foot tower, comprised of smoothly-hammered freestone laid in courses and internally featuring a wooden, spiral, lantern room-terminating staircase, became operational in 1805, and a separate, one-and-a-half floor, wooden keeper’s quarters contained two rooms on the main level and one on the upper level. A circular, 100-foot-diameter, 11-foot-thick stone wall, intended for storm protection, had subsequently been added during the summer of 1817.

A larger, 81-foot lighthouse, constructed in 1867 on a five-foot-thick, brick wall-lined base, replaced the earlier structure, and was attached to a wood and granite keeper’s house three years later. A second-order Fesnel lens was first used in December of 1869.

Ending 177 years of attendance, the station succumbed to automation in 1978.

Arcing into a left turn in the now-deep blue water reflecting the powder blue sky, the m/v John H entered “the race,” so designated because of the often-exceeding five-knot tidal water currents which combined with strong winds and heavy onshore seas to produce dangerous rip tides. Cracking sizzling white caps with its bow, it seesawed on its longitudinal axis.

Plum Island, the largest of the three atolls extending northeastward into the sound from Long Island, had, like Little Gull, been purchased by Samuel Wyllys in 1659 from Wyandanch, the Montauk Sachem. In 1775, it had been the site of an amphibious landing by continental troops under the direction of General David Wooster so that they could thwart potential livestock raids by the British, while a coastal artillery base had been built more than a century later, in 1899, during the Spanish-American War. Always assuming a protective role, it had guarded Long Island Sound and New York Harbor during the two world wars, occupied by some 1,000 soldiers during its peak, remainders of which include the smaller batteries and the brick quarters in which they had been housed. Utilizing some of the old officers’ and animal quarters until 1984, the US Department of Agriculture established a laboratory there.

A 40-foot, rough stone tower, topped by ten reflecting lamps, constituted the island’s first beacon in 1827, one year after Richard Jerome had sold three of its 840 acres to the US government. Replaced by a 23-foot taller, dual-floor, granite, and almost church-appearing structure in 1869, it marked the western point’s traditionally treacherous waters.

Emitting a barely audible hum, the m/v John H cruised past Plum Gut Harbor, moving abreast of the black-and-white, rock outcropping-perched Orient Point Lighthouse, located just off the point after which it had been named and indicating imminent arrival.

Constructed between 1898 and 1899 to mark the end of Oyster Point Reef and guide ships through Plum Gut’s dangerous currents, the lighthouse, comprised of curved, cast iron plates bolted together to form a truncated cone, rested on a circular, 21-foot-diameter caisson filled with concrete and externally lined with brick. It itself used a portion of the rocky Oyster Point as its foundation. The 64-foot structure, often-dubbed the “coffee pot” because of its appearance, listed five degrees toward the southeast. It became automated in 1966.

Reducing speed and the corresponding size of the turquoise enturbulation generated by its wake, the ferry departed Long Island Sound, passing through Gardiner’s Bay before initiating a right, final approach turn toward the tip of the North Fork, the departing, Connecticut-bound Mary Ellen, sporting its two aft, gold-and-black stacks, circumventing the m/v John H’s bow in a left arc as it passed the Orient Point Lighthouse. One more lighthouse “waypoint” remained before docking, the Orient Long Beach Bar Light, which marked the entrance to Orient Harbor.

Perched on a screw pile platform, which itself penetrated ten feet of sand on the bay’s bottom, the 60-foot-tall structure was topped by a fifth order lens with a fixed red light, while the wood-framed, dual-floor keepers’ house had been covered with a mansard roof.

During the winter, its spindly legs often became encased in two-foot-thick ice. In 1824, for instance, it tore way the dock, and in 1881 it broke three of its pilings and almost all of its braces.

The sandbar, increasingly distancing itself from the lighthouse, ultimately rendered it superfluous, and by 1963, it had been altogether destroyed by arson.

By 1990, a tri-section, working replica of the original, which was nicknamed “bug light” because it resembled a bug walking on the water, had been constructed and barged out to the site, where it was crane-assembled. Controlled by the US Coast Guard three years later, it was once again designated an official navigation aid.

Laboriously moving through the harbor, the m/v John H ceased motion, opening its forward, mouth-like boarding ramp and reappendaging itself to land after a 16.5-mile Long Island Sound crossing by means of its multiple lighthouses, and disgorged the parade of vehicles from its cavernous hold on to Orient Point, the easternmost hamlet in the town of Southold and gateway to the North Fork’s vineyards, farms, and the nautical village of Greenport.

Select from the best luxury hotels on an island to cheap hotel prison deals.

When it comes to vacationing, the hotel itself can be as much a part of the vacation as the destination. Before you make hotel reservations at some luxury hotel, think of all the options out there. From a tree house to an ice house, here are some of the most unique hotels from all over the world.

Kamalame Cay: Your own private island

The Bahamas: Do you have Robinson Crusoe dreams of living on your own private island? Well, Kamalame Cay offers a private island getaway with Robinson Crusoe adventures and all the luxuries of a four star hotel. This 96-acre soft sandy island is located right off of Andros Bay in the Bahamas and can only be reached by the resort’s private ferry or seaplane. Dotted with private villas, guests can enjoy Caribbean cuisine, some of the best snorkeling and fishing along the island’s pristizne beaches and can go for a dip in the freshwater pool located on the island. Kamalame Cay feeds the need for adventure while offering romance, luxury hotel accommodations and natural beauty.

Utter Inn: Sleep with the fishes

Vasteras, Sweden

The Utter Inn, or the Otter Inn in English, is a small, floating Swedish red house with an underwater bedroom fitted with panoramic windows, so you can literally sleep with the fishes. The inn is an art project by Mikael Genberg who has done several other artistic hotels like the Hotell Hackspett or Woodpecker Hotel, which is a tree house, located over 40 feet above a Swedish park. Just hope you don’t get claustrophobic, because you get dropped off by boat and don’t get picked up again until morning.

The Jail Backpackers: A taste of the Big House at a small price

Mount Gambier, South Australia, Australia

Built in 1864, this renovated jail now serves as a hostel for backpackers and travelers alike. Located in Mount Gambier, South Australia, the Jail Backpackers gives tourists a chance to spend the night or the weekend in the slammer for budget prices, $45 for a double room, $20 for a dorm room. Don’t worry though; you’re not locked down at night. This cheap hotel option offers a kitchen, TV lounge, pool tables, quiet lounge with a fireplace, walled garden spaces and a restaurant. The Mount Gambier area offers many outdoor activities, most well-known is Blue lake, which is a lake located in a volcano. There are plenty of hiking trails, cave tours and sand boarding opportunities.

The Queen Mary: Don’t jump ship on this haunted boat

Long Beach hotels

Queen Mary Hotel Reviews

If staying the night in a prison isn’t creepy enough, try spending the night in a haunted hotel/boat, the Queen Mary. This ocean liner and World War II troopship has a haunted history. One of the most haunted areas on the boat is the no longer used First-Class Swimming Pool. Women in vintage swimsuits have been seen wandering around and wet footprints have been found mysteriously leading from the deck to the changing rooms. The boat/luxury hotel offers more than hauntings, but historic tours, multiple world-class dining options, cabaret shows, a comedy club, spas and suites as well. For $459 you can spend the night in one of the haunted staterooms, but are you brave enough?

Parrot Nest Lodge: In a tree under the stars

Cayo, Belize

Staying the night here won’t be as creepy as the Queen Mary, unless you are afraid of heights and birds. The Parrot Nest Lodge consists of two thatched tree houses, four cabins and two bathhouses and is surrounded on three sides by the Mopan River, which offers a refreshing swim. As its name implies there are large numbers of parrots, as well as hundreds of other birds, making this a prime bird-watching destination. Giant iguanas are also another friendly garden visitor. Breakfast and dinner are also included with your tree house room for only $40-50 a night room rental, making this a cheap hotel with resort qualities. Hope you’re not afraid of the wild.

Heceta Head Lighthouse: On the cliffs

Yachats hotels

If staying the night in a tree-house was too high, try spending the evening in a lighthouse perched on a cliff overlooking the Pacific Ocean. The Heceta Head Lighthouse is over a hundred years old and considered by many to be one of the most beautiful lighthouses in the world. Heceta is also the brightest lighthouse in Seattle, casting light 21 miles out to sea. The Queen Ann style keeper’s house has been renovated into a bed and breakfast where guests get to view the lighthouse at night, a rare opportunity. Also, a seven course breakfast is served in the morning, which is included with your room. Magical is the one word many guests use to describe the Heceta Head Lighthouse and bed and breakfast.

Beckham Creek Cave Haven: Eco-tourist Haven

Parthenon, Arkansas hotels

Taking over four years to create, the Beckham Creek Cave Haven was created with the philosophy that the on-going preservation of our environment is paramount. Set on a 530-acre estate in Buffalo National River country, this cave hotel offers solitude and plenty of outdoor entertainment among the Ozarks for eco-tourists. On the estate alone there is a mountain and plenty of hiking, biking and fishing places.

Ice Hotel: Freeze your ice off

Sweden A cave of sorts, the Ice hotel is a cavern of ice carved from 10,000 tons of crystal clear ice cut from the Torne River. Every year the hotel must be built from scratch, with new designs and new concepts; it is continually being re-birthed. This luxury hotel includes an ice chapel, an ice art exhibition hall, a cinema and the world famous Absolut Ice Bar. If you can brave the freezing temperatures, the Ice Hotel is well-worth the trip.

The Gladstone Hotel: 37 artist designed rooms

Toronto, Ontario, Canada

Each room is not designed out of ice, but designed by a different artist. Located in Toronto, the Gladstone Hotel is a unique, urban hotel with artist designed hotel rooms, as well as short-term art studios and exhibition spaces. The hotel offers a unique insight to the diverse artistic environment of Toronto. Make hotel reservations for the Teen Queen room and relive your Jr. High years or spend the night in the serene Skygazer Room decorated with an amazing wall treatment of plastic relics in cloudlike forms.

The Burj-al-arab: Sail away with luxury

Dubai: Located in one of the fastest growing cities, this Dubai hotel is more than just a hotel; it is an experience. That is if you can afford to make the hotel reservations. Resembling a billowing sail, the Burj-al-arab dominates the Dubai skyline at 321 meters. Acknowledged by some to be the best hotel in the world, this all-suite luxury hotel caters to the affluent and offers around-the-clock attention from highly trained butlers, private reception desks on each floor and a spa and health club. At night, the hotel is surrounded by choreographed color sculptures of water and fire. The Burj-al-arab is luxury at its finest and most extravagant.

The carriage of hazardous goods is a necessary requirement of manufacturing industries across Europe. European industry is reliant on freight ferry ro-ro operators capabable of carrying these hazardous goods as part of manufacturing supply chains. Hazardous goods are usually carried as part loads or groupage, but some carriers do specialise in full load movements.

There appears to be a lack of understanding by a number of transport operators of the legal requirements for the movement of hazardous goods by sea. What makes this so frustrating is the fact that as we live on an island, so how do people expect to get here if not by sea? Eurotunnel cannot take all the various types of hazardous cargo there are, and not every operator uses this service. There are also no tunnel or road connections from the UK to Ireland.

There are different legal requirements for the transportation of hazardous goods by road to those by sea. For example, a truck operator has to run with “orange plates” – the square plates displayed at the front and rear of a vehicle, when a truck is loaded with hazardous goods and operating by road in the UK. However, when the same vehicle wants to travel on a ferry, arrangements need to be made by the ferry operator to stow the vehicle in a particular location on board the ship (depending on the nature of the hazard of the goods on board the vehicle), and dangerous goods placards (haz triangles for those of a particular age) must be affixed to the bulkhead and each side of the trailer (or lorry), the load needs to have been checked by a DGSA (Dangerous Goods Safety Advisor) of the relevant ferry company to ensure the goods can be carried (as not all dangerous goods can be carried on ferries). Oh, and when you arrive at the ferry port if the ADR (Dangerous Goods) paperwork is not correctly completed and signed then you aren’t going anywhere anyway! All of this work is undertaken to ensure that in the event of an incident, such as a fire on board ship (which is probably the most dangerous thing that can occur onboard ship, particularly if the ship is at sea), then the ships crew and emergency teams know exactly what potential hazards they have onboard.

A product that can be carried as “limited quantities” by road, and not require ADR paperwork or “orange plates”, could be classed as hazardous by sea. This is where the help of the DGSA or dispatch department of the consignor company can assist the transport operator to fully understand their legal obligations, and thus help to ensure compliance. A goof agent can also offer help and advice to customers by discussing the product types and quantities to be shipped with ferry operators to check the goods can be accepted for shipment. No operator wants to be sat on the quayside with a load that can’t be shipped and start incurring delays: if the wheels aren’t turning, the vehicle isn’t earning!

Whilst in this country we often bemoan the amount of “red tape” encompassing UK industry in support of health and safety legislation, no one wants to star in their own disaster movie! In the UK we have a government department called the Maritime and Coastguard Agency (MCA), who police and support our shipping industry and ensure compliance with maritime law. The MCA recently held a seminar in the North West of England for the shipping, transport and logistics industries to discuss, amongst other things, the issue of hazardous cargo shipments in UK territorial waters. Freightlink attended this seminar and heard from various MCA, Police and Environment Agency representatives about the damage that can be done to ships, road infrastructure and peoples lives if the carriage of hazardous goods is not undertaken correctly and goes wrong. We left the seminar with one story that will prove that if you get the carriage of dangerous goods wrong, you will need very deep pockets…….

On the 20th November 2008, at Dunkirk, Janusz Gauden, a 56 year old Polish lorry driver arrived and attempted to board a British ferry bound for Dover. He declared that he had 383Kg of dangerous goods (Methyl Methacrylate Monomer Stabilized) on his load but the ferry operator identified that the driver did not have the correct documentation and refused permission to board.

Mr. Gauden then went to Calais where he managed to board a Sea France ferry carrying 228 persons without declaring the goods. The Dunkirk ferry operator had sent an alert to Sea France to be on the look out for the driver but this information arrived after the vessel sailed with the undeclared dangerous goods on board.

The ferry operators informed the Maritime & Coastguard Agency enforcement unit who immediately alerted the Police at Dover Port. The driver was stopped and arrested as the vehicle disembarked from the ferry at Dover. He was later charged with contravening the Merchant Shipping (Dangerous Goods and Marine Pollutants) Regulations 1997 and was bailed to appear at Folkestone Magistrates Court.

On the 27th January 2009, at Folkestone Magistrates Court Janusz Gauden pleaded guilty to the above offences and was fined £2000 and order to pay £3757.98 costs.

In passing sentence the Magistrates said; “This Court takes the safety of the public very seriously. You are an experienced driver and did a deliberate act. You endangered the crew and everyone on board and the potential for disaster was driven by monetary reasons”.

When shipping danger goods on freight ferrys through out Europe, not just on the popular ferry routes such as Dover to Calais and Dover – Dunkerque, make sure you do you homework, and all all the dangerous goods paperwork in place to ensure safe carriage of the hazardous goods by sea.

Mayan Riviera, or Riviera Maya in Spanish, is one of the most popular destinations in Mexico. The Riviera Maya is the official name for a stretch of coastal land from the south of Cancún to Tulum. It includes the Sian Ka’an Biosphere Reserve. This area of the coast covers 130 km (81 mi), not including the Reserve. It includes many small towns and hideaways, plus nature parks and large resorts, among which are luxury resorts of 5 or more stars. The largest towns are Puerto Morelos and Puerto Aventuras. These are lesser known but equally worthy vacation spots. Hideaways include Punta Bete, Xpu-Ha, Paamul, and Punta Allen. Major cities in this stretch include Playa del Carmen, Akumal, and Tulum. Cancún and the island of Cozumel are only minutes away by car or ferry. As you can imagine there are plenty of things to do for vacationers of all preferences. Whether you want to relax on the beach, snorkel in the clear blue waters, shop for souvenirs, visit historical or nature preserves, or eat at a plethora of restaurants, Riviera Maya will more then fulfill your vacation desire.

Lots To Do

Swimming with the Dolphins – Dolphin Discovery (998/887-0207) is located at Treasure Island on the side of Isla Mujeres, facing Cancun. Up to six people can swim with two dolphins and one trainer. Another option is Xel-Ha (998/883-3293), a theme park in Puerto Juárez. For under $90 US per person, you can swim for 30 minutes in a natural habitat environment called dolphinaria.

Snorkeling – Isla Mujeres is located close to one of many coral reefs, and the area is popular for its snorkeling and scuba diving. The most popular snorkeling area is El Garrafón National Park. Another popular spot is Bahía de Mujeres.

SCUBA Diving – By far, the most popular destination is Cozumel. It ranks among the top five dive destinations. But don’t forget your dive card and dive log. Dive shops will rent you gear but won’t take you out on a boat until you demonstrate some documentation. You can save money by getting a dive package together with hotel stay. Cozumel has a lot of diving locations. Some of the more famous are Palancar Reef, Santa Rosa Wall, San Francisco Reef, and Yucab Reef. The Great Maya coral reef is also breathtaking.

Wildlife – No, not the all night partying kind, but natural Reserves is what we’re talking about here. South of Cancún, near the Mayan Ruins of Tulum, you will encounter the Sian Ka’an Biosphere Reserve. Here you can enjoy wildlife in their natural habitat. Activities include kayaking, fly fishing, and educational programs. In Isla Mujeres you may want to visit the Turtle Sanctuary, a reserve dedicated to preserving Caribbean Sea turtles and educating the public about them.

Beaches – Playa del Carmen offers same quality of beaches as Cancun with fewer crowds, although it is growing in popularity. Few minutes by ferry will take you to the island of Cozumel which has wonderful beaches such as Playa San Francisco and Playa Palancar.

Swimming – If you’re in Isla Mujeres, then we recommend Playa Norte. Anywhere there is a great beach in the Riviera Maya you’ll find a great swimming experience.

Fishing – Riviera Maya offers great fishing experience. To arrange a day of fishing contact the Sociedad Cooperativa Turística. Alternatively your travel agent can arrange a fishing tour for you. Best months for fishing are April to September.

Museums and Maya Ruins – On rainy afternoons you may wish to check out a museum or two. In Cazumel, Museo de la Isla de Cozumel merits a visit. Mayan ruins are definitely worth a visit when you’re in the Riviera Maya. One notable spot are the Ruins of Tulum, a Maya fortress-city overlooking the Caribbean. These are located thirteen kilometers (8 miles) south of Xel-ha.

There are way too many activities in the Riviera Maya to be able to list them all in a short article such as this one. In the near future look for more articles dedicated to one or few destinations in the Riviera Maya.

If you end up going to the Riviera Maya, we hope you have a fabulous time there.

The final few miles, alongside the loch, past Aldlochay with its mysterious statue then past the village of Luss, prepare you for one of The Camping and Caravanning Club’s most beautiful sites.

Many pitches are almost on the shore – two steps and from your own private beach you gaze across the loch to the eastern bank and the islands. On the other side of the A82 is Glen Luss.

• The site is set in Scotland’s recently opened and first National Park, Loch Lomond and The Trossachs.
• To the north is Inverbeg with its Fine Art Gallery. In summer, there’s a pedestrian ferry across the loch to Rowardennan.
• Further north lies Firkin Point. Here a footpath and cycleway uses the old road skirting the loch. It is also ideal for people in wheelchairs. There are fine views across the loch, a picnic site and a short circular walk through the oak woodland.
• Still further north is Tarbet from where you can take a cruise around the loch. At the most southerly part of the loch is Loch Lomond Park near Balloch.
• The Denny Ship Model Experiment Tank can be found at Dumbarton. There are magnificent views across the Clyde from Dumbarton Rock and Castle.
• Take the bus to Glasgow -Scotland’s largest city. It was European City of Culture in 1990, and there are many shops, art galleries and museums, including the People’s Palace.
• Follow the shore line into Luss. Short cruises depart from the pier. Luss is a conservation village with delightful houses and a church.
• The Luss Highland Games take place on the Wednesday of the third week in July.
• Not far away, on the banks of the Clyde, is the Georgian town, Helensburgh, home to The Hill House built by Charles Rennie Mackintosh.

A Visitor’s Opinion:

“A star in The Caravan and Camping Club’s crown. I came for a week and stayed a fortnight. I will be back again and again.” Bruce Archibald Did you know?

During the 2001 season, a member caught a 12 pound pike from the site shore.

Charter boat trips enable tourists and holidaymakers to easily reach a vast number of new and interesting places. A holiday is a break from the daily grind and gives us a chance to unwind and lighten up. There is no time perimeter when you opt for boating trips which can range from a few days to a few weeks, or months.

Boat trips and excursions are the most idealistic way of viewing the coastline and aquatic attractions. Choosing one of the United Kingdom’s luxurious cruises is a fantastic way of treating yourself and your family. Designed perfectly to suit your vacation needs, ferries will get you to sea safely, in comfort and with luxury. Charter boat covers fishing charters, sailing charters, hire of craft such as rowing boats, motor boats, canoes, narrow boats, and so on.

If you want to have the time of your life cruising, you can start out by looking into the ten most incredible boats trips around the world.

– Venice Vaporetto:

The vaporetto is Venice’s main mode of public transportation and will guide you through the city with stops at most romantic and picturesque spots in the city.

– Vancouver Ferries:

State-of-the-art ferries cross sparkling waters provides passenger transportations throughout coastal British Columbia, passing dense forests and snowy peaks on the way.

– Staten Island Ferry:

Get off to explore the New York City with ferry service between Staten Island and lower Manhattan, speeding past the Statue of Liberty and Ellis Island on its way.

– Sausalito Ferry:

On the 30-minute ferry ride, enjoy splendid views of Golden Gate Bridge, Alcatraz prison, Angel Island, and the San Francisco skyline.

– The Canal Street Ferry:

Witness some of the best views of the original city of New Orleans through a Canal Street Ferry ride across the Mississippi River.

– Star Ferry:

The famous Star Ferry delivers a spectacular view of the city skyline between Hong Kong island and the Kowloon mainland.

– Brisbane CityCat:

The sleek, modern CityCats, of Brisbane, seem almost to hover above the surface of the water. Take an exhilarating ride on an open-air City Ferry for a more sedate experience and a chance to admire the city at leisure.

– Bosphorus Ferry:

The delicate minarets and ornate architecture of Istanbul are spread out before you from the deck of a Bosphorus ferry. Retrieve as the ferry carries you past the most splendid sights across the city.

– Bay of Naples vessels:

The Bay of Naples possess some of the most attractive coastline in the world. Take a boat ride from Naples to Capri and explore the beauty of the azure sea.

– Mersey Ferry:

Dating back to the 12th century, this is the oldest ferry service in Europe, offering tours of the Merseyside area and themed cruises for special occasions.

SearchMe4 is a local information and online business directory that contains the contact details of the UK boat trips and excursions.

For more information on Boat Trips and Excursions, visit our business directory.

The simple task of carrying passengers and sometimes cargo across a body of water might not seem that remarkable, but it is something that dates back centuries. There are various writings and published works from ancient times that suggest the profession of a ferryman was a crucial aspect of former cultures and civilisations.

Today, ferryboats remain an essential means of transport all over the world. In several waterside cities and destinations, these vessels form part of the public transport system, providing the means to travel over water without the use of a bridge or tunnel.

What’s more, ferries are also commonplace in larger seas or oceans, connecting countries and even continents. Although the manufacturing and construction of these colossal vessels is staggering, each and every component, no matter how tiny they may be, can be crucial. Therefore, we like to think our range of high quality products, from BSP adaptors to NPT fittings, might come in handy.

But what is the history of the ferry? How many different types of vessel are there? And what are the biggest ferries and busiest routes in the world?

History of the ferry

In Greek mythology, Charon was the ferryman of Hades, who carried newly deceased souls across the rivers Styx and Acheron, which separated the worlds of the living and the dead. You still had to pay a fare to Charon though, usually a coin placed in or on the mouth of a dead person. In the days before steam and diesel, this ferryman’s chosen method of propulsion was a long pole held in his right hand, while receiving the deceased with his left.

In Anonymus De Rebus Bellicis, a piece of 4th century Roman literature, there is speculation that a pair of oxen once propelled a ferry. This principle could theoretically work, especially when you consider Kevin J. Crimson’s booked entitled When Horses Walked on Water: Horse-Powered Ferries in Nineteenth-Century America.

But the first steam-powered ferry was said to be the Juliana, invented by John Stevens. It began operating on 11th October 1811 between New York City and Hoboken, New Jersey. However with the advent of diesel engines in 20th century, steam-powered ferryboats have become a rarity and are reserved for special occasions or tourist routes.

While the majority of modern ferries still use diesel as their primary fuel source, the shipping industry is constantly looking at cleaner alternatives, which won’t damage the environment as much. Studies have found that vessels running on Liquefied Natural Gas are slightly more efficient, while electric and hybrid alternatives have also been developed in recent years.

Types of modern ferry

Despite the fact there are several different types of ferry in operation today, each one usually shares certain characteristics. However, the length of the route, the passenger or vehicle capacity, speed restrictions or requirements and the weather conditions will determine what ferry is used at a particular location.

Double-ended

The front and back of this kind of ferry, known as the prow bow and stern, are interchangeable. Therefore, they can travel back and forth between two ports of call without having to turn around. While this saves a great deal of time, it is sometimes absolutely necessary due to the size and area restrictions of certain terminals.

Famous double-ended vessels include the Staten Island Ferry, Washing State Ferries, Star Ferry and numerous boats on the North Carolina Ferry System and the Lake Champlain Transportation Company. There are also double-ended ferryboats in operation in the Norwegian fjords, British Columbia and Sydney, Australia.

Hydrofoils

Even though hydrofoil ferries might seem like a fairly advanced concept, prototypes date back over 100 years. Essentially, a hydrofoil is a boat that initially floats on the surface, but when velocity is increased the hull lifts out of the water, decreasing drag and allowing for greater speeds. The benefit of this type of vessel is that passengers can be transported quickly while minimising fuel costs. For this reason, they are commonplace on the English Channel and compete against Eurostar trains that use the tunnel.

However, they have their disadvantages too. Due to their technically complex nature, they are expensive to build and require ongoing maintenance. What’s more, a hydrofoil’s sharp edges that reside in the water during operation can also injure or kill marine mammals such as whales.

Hovercrafts

The development of the modern hovercraft is typically attributed to British mechanical engineer Sir Christopher Cockerell. In the 1950s, he developed a seagoing vehicle that used blowers to produce a large volume of air below the hull. The difference in air pressure above and below the hull generates lift and allows a hovercraft to float above the water surface.

Due to their adaptability and cost-effectiveness, they soon became a commercial success, predominantly around the UK and in the English Channel. Before long, hovercrafts were also adopted by the military and even used for recreational purposes.

But just like hydrofoils, they require a great deal of maintenance and can be susceptible to damage from adverse weather conditions. On top of that, hovercrafts are constrained to a given payload and their sea keeping ability is dependent on size.

Catamarans

These ferries feature two parallel hulls of equal size, which are geometry-stabilised. Due to their lightweight nature, thin hulls that reduce drag and no ballasted keel, a catamaran has a shallow draught and can travel at fast speeds. They also heel much less than a monohull, allowing for a more comfortable and efficient ride.

Traditionally, they relied on the wind for power and their sails would spill less than alternatives. But modern-day catamaran ferries combine the features of a motor yacht with the characteristics of a multihull.

Due to their countless advantages, catamarans are the ferry of choice for several high-speed services. They can replicate the speeds of a hydrofoil without suffering the effects of strong waves or foul water.

Roll-on/roll-off

Mainly used to transport wheeled cargo such as automobiles, trucks and trailers, roll-on/roll-off ships have built-in ramps that allow vehicles to effortlessly embark. When the vessel reaches its destination, the cargo can exit the other end just as easily.

In the past, vehicles had to be specially prepared before being hoisted into a ship’s hold, which was a time-consuming and expensive exercise. On top of that, the cargo was subject to damage as well. But in 1849, Thomas Bouch came up with the idea of a train ferry featuring an efficient roll-on, roll-off mechanism to maximise efficiency.

While these were used extensively in World War I, purpose-built landings ships capable of carrying military vehicles were developed for World War II. Today, they are still widely used for passenger and commercial purposes.

Cruiseferry

The combination of a cruise ship and a ‘Ro-Pax ferry’, this kind of vessel is typically used by holidaymakers on seagoing vacations or simply as a means of transportation. They are like a cruise ship in that they have numerous on-board facilities such as restaurants, bars and even entertainment or accommodation. RoPax ferries are those with a large garage intake and substantial passenger capacity.

Cruiseferries are typically found across Europe in the Baltic Sea, North Sea, Irish Sea, English Channel and Mediterranean. However, they also operate between China and Australia.

Pontoon ferry

Not the most advanced or modern vessels in the western world, but pontoon ferries are widely used in less-developed countries. Due to their inexpensive yet versatile nature, pontoon ferries are often used to carry people and vehicles across large rivers or lakes where the cost of a bridge is too expensive.

The most common pontoon ferries borrow design ideas from a catamaran. But instead of featuring two narrow hulls, they usually have pontoons either side of the platform or raft. Ramps will be installed on either side of the vessel to increase the efficiency of passengers and vehicles getting on and off.

Cable ferry

Also known as a chain ferry, swing ferry, floating bridge or punt, this type of vessel is guided and often propelled across the water by cables connected to both shores. Traditionally, rope or steel chains were used, but by the late 19th century, more stronger and durable wire cable became commonplace.

A reaction ferry uses the power of the river to tack across the current whereas a powered ferry has an engine or electric motor to wind itself along. Cogs or drums on-board pull the vessel, but the cables or chains have a fair amount of slack, as they have to sink below the surface and allow the vessel to pass.

Fast-disappearing hand-operated ferries are also still in existence, such as the Stratford-upon-Avon Chain Ferry in the UK and the Saugatuck Chain Ferry in Michigan, USA.

Modern ferry facts and figures

World’s largest car ferry in service – The MS Ulysses, operated by Irish Ferries between Ireland and Wales. Launched in March 2011, this vessel stands 12 decks high, but six are specifically designated for vehicles. In total, the Ulysses can carry 1,342 cars and 240 trucks.

World’s largest passenger ferry in service – The Stena Hollandica and Britannica, operated by Stena Line between the Netherlands and Great Britain. This ship features 1376 beds, 538 cabins, an on-board cinema, lounge, bar, buffet and a la carte restaurants, a sun deck and free Wi-Fi throughout.

World’s fastest car ferry in service – The Luciano Federico L, operated by Buquebus between Montevideo, Uruguay and Buenos Aires, Argentina. Capable of a maximum speed achieved in sea trials of 60.2 knots, it holds a Guinness World Record. The boat can also carry 450 passengers and 52 cars along this 110-nautical mile route.

Oldest ferry service in continuous operation – The Mersey Ferry between Liverpool and Birkenhead or the Rocky Hill to Glastonbury Ferry. This is a contentious record, as a couple of different ferries claim to be the oldest service still operating today. In 1150, monks from the Benedictine Priory in Birkenhead used to charge a small fee to row passengers across the Mersey Estuary. However, there may have been a break in service following the dissolution of the monasteries. The ferry between Rocky Hill and Glastonbury, Connecticut, which has been running ever since 1655, only stops operating when the winter freezes over in winter.

World’s largest ferry system – On Scotland’s west coast, Caledonian MacBrayne operate a fleet of 29 vessels, which call at 50 different ports. Elsewhere is the world, BC Ferries in British Columbia have 36 ships that visit 47 terminals, while Washington State Ferries own 28 boats, which go to 20 destinations around Puget Sound.

Even though jumbo jets and high-speed trains have replaced ferryboat routes in some areas, they remain an incredibly important and crucial means of transportation for millions of people worldwide. The most modern vessels are also incredibly quick, very efficient and can transport scores of passengers in comfort and style.

City

There’s a great many reasons why people have been migrating to cities for years. Great aspects of a country can be found in its main cities such as theatres and museums.

Good aspects of moving to a city can include the following:

Convenience

Transport

Depending on location, many places in a city are within walking distance. Further afield however, public transport is how a city runs: Paris has the Metro, London the Tube, Amsterdam, the tram. Venice even has water taxi boats!

Whilst parking can be expensive, it’s an excuse to use bicycles or local transport where most companies offer discounts and season passes.

Food and Shopping

Cities are the ideal place if you are looking to get a taste for the local restaurants. Shops too will be likely to offer a wider range of products. In both cases, some establishments are likely to have a delivery service which can fit into your own schedule.

International

Travel

If you are planning to explore your new country further after you move, cities are better suited for getting from place to place. Living in a city could mean you have easier access to

Airports

Euro Star

Railways

Ferry services

Healthcare

The quality of healthcare can vary from country to country and unlike the NHS, you may have to pay from some treatments. However, cities are generally the place where more specialist clinics and departments are set up. So if you have a particular health need it will be more convenient to live within reasonable travel distance to places that can help with them.

Possibly no language barrier

Due to most international business taking place in main and capital cities, there is generally a mixture of nationalities living the metropolitan life. Despite the local language, English is used across the world so it may be that you need not learn the language. Some countries use English more than others, especially those that get a lot of tourism.

Familiar surroundings

To a certain extent, it’s true that one city looks like another. Moving abroad is a life changing event, and even though it’s exciting, it can be comforting to have a few familiar surroundings. Even if aspects of public transport or shops are different, cities tend to rely on similar functions such as

International brands

Buses and trains

Shopping malls, restaurants and tourist information

Rural

Before there were, cities there was the countryside. Many times we can recall a country from their natural landscapes; Egypt has the pyramids, Italy has olive groves, France the Provence lavender fields.

There are great benefits to moving to a more rural area of your chosen country including some well earned peace and quiet, and a room with a view.

Good aspects of moving to a rural region include the following:

Quiet

Hobbies

Whilst city life can be invigorating, if you choose to live somewhere quieter, you might find you don’t have as many distractions. Sleeping at night can become easier without sirens or revellers out late on the weekend.

Without so much noise it can become easier to make time for hobbies you always wanted to take up, or get on with some work uninterrupted.

Well being

It’s been claimed that living in the countryside can be better for your health, including claims to lower stress and anxiety – possibly due to a lack of crowds, as well as being around greenery which benefits general health.

Authentic character

Living away from a city and its easy access lifestyle isn’t always bad.

If you live a little way from your nearest town it can be refreshing to get the bread, milk and paper in the morning – if you can walk there it’s good exercise, if you need a car it can help establish a routine of waking up the same time every day.

You will appreciate what you have from making a little – but not considerable – extra effort to have it.

Different aspects of the country

Tourists often make the mistake of judging a whole country on its cities. But there’s just as much to discover in rural regions:

Individual regions towns and villages will have their own customs for holidays and holy days

Accents and even languages can change depending on what district or province you move to

History is often told very broadly; there’s sure to be a number of stories to hear about your particular province – you probably haven’t heard all versions of history

Festivals local to certain areas are usually near and unique to that area and unlikely to be on anywhere else

Local life

It’s often claimed that people in the country are more friendly than city dwellers. This makes good sense. After all, in an area where you have a go further to get to supermarkets and shopping malls, it’s good to be able to borrow a pan from a neighbour when the need arises!

Local life is every bit as vibrant in the countryside as in the city, arguably more so for seeing the same people day to day and building lasting friendships with them.

Food is more likely to be home cooked – local recipes will definitely be around to learn from

From local brewing to growing grapes for wine, you’re likely to appreciate where your food and drink comes from if you’re in an area where it is grown

Local community is often highly valued in rural areas – you’re bound to find a group or event to suit your interests

More often than in urban areas, produce is likely to be locally grown and produced, and therefore of better quality. You might even be able to grow your own food!

Conclusion

There are both positive and negative aspects to living in cities or rural areas. The good news is that most expats moving abroad are looking for a comfortable house with access to both interesting and events and local culture. Both of these can be found in cities and the countryside in different ways.

It’s important to find what works best for you and your interests. And whichever place you decide to live in, you can always explore other parts of the country in your own time.

Dark Star Safari by Paul Theroux is the story of the author’s overland travel from Cairo to Cape Town with all the adventures, people and places he encounters throughout the continent.

Paul Theroux travelled Africa from north to south in the first half of 2001. Beginning in Cairo, he travelled down the Nile in Egypt, through Sudan, Ethiopia, Kenya, Uganda, Tanzania, Zambia, Malawi, Zimbabwe, Mozambique, South Africa and Swaziland. He travelled mostly by public transport including trains, boats, bush taxi, buses, cattle truck, rented Land Rover, canoe and hitch-hiking. As a young 20-something-year-old, Theroux had come to Africa to teach in rural Malawi as a Peace Corps volunteer and so this trip 40 years later was partly a sentimental journey but also to see how much has changed since.

The book starts in Egypt’s capital Cairo and heads south into the land of the Nubians, Sudan. Theroux travels all the way down into Kenya and then heads west to Uganda. He catches up with friends in Kampala where he had lived several years earlier. He takes a ferry across Lake Victoria to Mwanza in Tanzania and then the train to Dar es Salaam. Another train gets him to Mbeya in southern Tanzania before entering Malawi where he visits the school where he taught as a young man. This is probably the most demoralising point of the whole trip as he assesses the impact of foreign aid over the 40 years since he was there. After the treatise on development (or lack thereof), he travels via the Zambezi River into Mozambique. The next country is Zimbabwe where he experiences the effects of Mugabe’s regime on white farmers. Finally he reaches South Africa and the luxury of the Blue Train between Johannesburg and Cape Town. Theroux’s summary after this journey reveals a disappointment in the “help” foreigners have thrown at the continent but also the joy he experienced in meeting people as he travelled:

“Africa is materially more decrepit than it was when I first knew it, hungrier, poorer, less educated, more pessimistic, more corrupt, and you can’t tell the politicians from the witch doctors. Not that Africa is one place. It is an assortment of motley republics and seedy chiefdoms. I got sick, I got stranded, but I was never bored. In fact, my trip was a delight and a revelation.”

Dark Star Safari is an interesting account of Theroux’s travels, especially as he travels in Africa by means not dared by most. He is very negative about the work of foreign development organisations, which is not entirely unfair I will agree. Throughout the book however, Theroux’s style remains witty and entertaining.

Paul Theroux’s account of his overland journey from Cairo to Cape Town in Dark Star Safari follows his other stories of epic overland trips such as Riding the Iron Rooster in China and two books about the Silk Road. You may enjoy contrasting Theroux’s wit and insight with Sihle Khumalo’s Dark Continent My Black Arse. Khumalo also travelled the length of Africa from Cape Town to Cairo by public transport, but he has quite a different perspective being a native of the continent and focuses more on the travelling than the impact of foreign intervention.