Nigel Calder, a renowned sailor and marine writer, discusses his journey from a fascination with sailing as a child to becoming a prolific technical writer in the marine industry. His experiences on the water and time in the oil industry gave him a wealth of knowledge about the ins and outs of marine electrical systems. Nigel continues to inspire future generations of sailors with his experience and technical know-how.
Nigel Calder’s Impact on Marine Electrical Education
Throughout his youth, Nigel Calder dreamt of sailing around the world, inspired by early pioneers in single-handed sailing and cruising. While growing up in England, his adventurous spirit led him to sail dinghies on flooded gravel pits and embark on impromptu voyages to Amsterdam without prior navigation experience. Today, Nigel continues to share his wealth of knowledge and experience. Through this initiative, he empowers aspiring sailors and boat enthusiasts with practical skills and insights garnered from decades of sailing and mechanical tinkering. After spending years living on a boat and working on oil rigs, Nigel gathered all his knowledge and experience to write the Boatowners Mechanical and Electrical Manual to help others learn about electrical systems on sailboats.
In this episode of the Li-MITLESS ENERGY Podcast, Nigel Calder, a renowned sailor and marine writer, sits down with host Dr. Denis Phares to share insights about his passion for boats and sailing. Nigel shares stories of his first sailing adventures with friends and family, learning to sail through trial and error. With a lifetime of practical experience working on engines, Nigel became the go-to expert for marine electrical systems. He and Denis emphasize the importance of marine electrical education that aligns with the standards of the American Yacht and Boat Council (ABYC) and the ISO. In combination with his book, Nigel shares how his latest venture, BoatHowTo.com, offers the most up-to-date resources for experienced and novice sailors alike.
Listen to the full episode or watch the recording on our YouTube channel. Then, pick up your copy of the Boatowners Mechanical and Electrical Manual and check out BoatHowTo.com to learn more from Nigel Calder.
Embed [ https://www.youtube.com/watch?v=DRdTp-vtfg0 ]
Podcast Transcript
Denis Phares 0:14
Welcome to The Li-MITLESS ENERGY Podcast. And today, it’s my pleasure to welcome legendary sailor and marine writer, technical writer, Mr. Nigel Calder. Welcome.
Nigel Calder 0:26
Hello. Great to be here.
Denis Phares 0:28
It’s awesome to have you here in Reno. Have you been in Reno before?
Nigel Calder 0:31
No, I was amazed at how beautiful it is.
Denis Phares 0:34
You’ve never been to Lake Tahoe?
Nigel Calder 0:36
No
Denis Phares 0:36
Sailed on the lake?
Nigel Calder 0:37
Right now there’s snow on the mountains, the sun is shining. It’s gorgeous.
Denis Phares 0:40
It’s gorgeous here today. Yeah, it’s been a heck of a winter, but it’s gorgeous here today. So, Nigel, you’ve been a bigger part of my life than I realized because of the books that you’ve written. But I want to go way back before we get to your technical writing. So obviously, you’re English, you grew up in England. And at what point did the marine life become important to you?
Nigel Calder 1:07
I went to a church of England summer camp when I was 12 years old, they had a couple of sailing dinghies, and I got hooked on sailing.
Denis Phares 1:16
Church of England summer camp, where was that?
Nigel Calder 1:18
Now I’m not in the least bit religious, but it was like other summer camps. It was a fun place. We had a couple of Wayfarer dinghies there,16-foot sailing dinghies. And I just loved it, I got hooked immediately.
Denis Phares 1:31
How old were you?
Nigel Calder 1:32
12, I think. And then, at school, I hated organized sports of any kind. And it turned out that my best friend at school, his father had a dinghy on a flooded gravel pit close to where we had school. So, we persuaded our mothers to take us sailing on Wednesday afternoons when it was sports day. So, we got to go sailing pretty much every Wednesday afternoon.
Denis Phares 2:01
And you just go by yourself.
Nigel Calder 2:02
Well, our parents, our mothers took us, and then we’d go sailing on the dinghy. And then, I sat there in high school dreaming about building a boat, sailing around the world. This was the 1960s when we had the first single-handed-around-the-world race. And it made headlines in England because it was funded by one of the leading British newspapers. So, we all followed that. And there were the early cruising sailors like the Hiscox who, probably, even you were too young to remember.
Denis Phares 2:30
Yeah. I don’t know who you’re talking about. The who?
Nigel Calder 2:31
The Hiscox.They owned a series of boats, they sailed around the world multiple times and wrote about it. And as they generated income from the books, they got bigger and nicer boats. And so, the whole bunch of us got the idea we could do the same thing.
Denis Phares 2:46
Okay, that’s where you got the… Are they from the 60s?
Nigel Calder 2:49
This will be the 60s. Yeah. I went to college in 66. There was a little bit of a hiatus.
Denis Phares 2:56
From life?
Nigel Calder 2:57
No. There was a lot of living…
Denis Phares 3:00
College in 1966 was…
Nigel Calder 3:02
Right. Was pretty wild. We got into homebrewing and some other interesting activities. It was the Vietnam War, even in England, that had an impact. And my brother had a boat on the East Coast of England, a 26-foot sailboat. And, in 1971, I met this rather wild American teenager and invited her to go sailing on my boat. I didn’t tell her it was my brother’s boat and he was in Canada at the time. And we got on the boat, and she said, “Why don’t we go to Amsterdam?” I said, “Sure.” I had no idea how to navigate, that’s on the other side of the North Sea. So, we pointed the boat in the right direction. And I’m reading Eric Hiscox, ‘Cruising Under Sail.’ He has a chapter on piloting. Throwing up in a bucket and reading the book, and figuring out how to get to the other side of the North Sea. And the only job we had was from before the Second World War. So, we had some pretty good adventures. And, on the way back, we got run down by a boat. It didn’t sink the boat, but it did a lot of damage.
Denis Phares 4:06
But you made it to Amsterdam?
Nigel Calder 4:06
We made it to Amsterdam, and then, on the way back we got rundown. So, I had to go to work to pay for the damage. So, that was my first paying job. I went to work in a car factory working on the assembly line to pay for the damage to the boat. Terry, who is still with me 52 years later, I couldn’t get her near another sailboat for about eight years.
Denis Phares 4:30
She’s your wife?
Nigel Calder 4:32
Yes. So, we built a couple of canal boats in England, and we lived on those for a few years. 70-foot long and six foot 10 and a half inches wide because…
Denis Phares 4:40
It was her idea to just go to Amsterdam, get in a boat and try to navigate.
Nigel Calder 4:45
Yes. Right. We built these two canal boats. The English canals were built in the 1700s. And when they built them, it was before steam engines, so they were built for horse-drawn barges. And basically, the biggest barges that a horse could pull was about 25 tons of load. And the standard size ended up being 70 feet long and six foot 10 and a half inches wide, I have no idea where that came from. So, we built two canal boats that was 70 feet long and six foot 10 and a half inches wide, and we lived on those for six or seven years. We both had a couple of jobs. We were totally broke all the time, the boats chewed up everything we could afford. And, in between, we would putter up and down the canals. And, at that point, you couldn’t live on a canal without a registered liveaboard mooring. But if you move the boat every two weeks, you were considered to be cruising and not living on the boat. So, that’s what we did for six years, I guess. We moved the boats every two weeks in a loop down the Thames River, and then around and through the Oxford Canal. And then, when the canal authorities would chase us, we’d go back to the river. And then, when the river authorities chase us, we’d go back on the canal. So, we went around in a circle, basically, for six years. And, in between, during our vacations, we would go exploring the canal system. For young people in their 20s, it was a great life.
Denis Phares 6:15
Is your wife English?
Nigel Calder 6:15
No, she’s American. Her father was in the US Air Force.
Denis Phares 6:19
That’s why she was in England?
Nigel Calder 6:19
And that’s why she was in England. And she had been in England for a weekend. Let’s leave a bit of the story out. If I told her, she’ll shoot me.
(Laughter)
Denis Phares 6:32
All right. I take it it was her idea to move to the States. She brought you to the States.
Nigel Calder 6:36
It was indeed. She’d finally had enough of living in poverty. We used to go around the open-air market at the end of the market day and pick up all the vegetables that had been thrown away, and stuff like that. And then, every Friday, we’d shake our trousers out to see if we had enough money to go down the pub and buy a pint. So, it was a pretty tight existence. And she had finally got tired of it, so we came back to the States. And then, I discovered I could make three times as much money working in the Gulf of Mexico on oil rigs as I was making in England at that time. So I didn’t go back.
Denis Phares 7:09
You were working on the oil rigs?
Nigel Calder 7:11
Mm-hmm.
Denis Phares 7:12
And is your background in… Did you have some sort of chemical engineering background? What were you doing on the oil rigs?
Nigel Calder 7:15
As a kid, me and my brothers would get derelict motorcycles from scrap yard and fix them up. I guess I was about 12 when I worked on my first motorcycle. And then, we got pre-Second World War cars that we would strip the body off. We were in the countryside, and the farmer next door to us had a field behind us. So, then we would strip the cars off and race them around the field behind us. And then, after I wrecked my brother’s boat, I got a job in the car factory. And then, after that, I got a job maintaining large generators in a foundry that was off the grid. And they had five, or six, or seven generators, the biggest of which was a three-and-a-half-thousand-horsepower Mercedes engine that came out of a submarine that was captured in the Second World War. And then, we had a couple of 2000 horsepower generators, and smaller ones, and a mixture of European and American. We had a couple of Walk-ashores that came from Walk-ashore. A couple of British generators. We had metric, we had British Standard fine, we had British Whitworth, we had every imaginable fastener under the sun on those engines, all different threads and different sizes. So, it was quite an education.
Denis Phares 8:32
Did you work on those engines, you were maintaining them?
Nigel Calder 8:35
When I got there, the place was totally rundown and they were having several power outages a day. And, in a couple of years I was there, we totally rebuilt down to the crankshafts two or three of those engines. And, by the time I left, we hadn’t had a shutdown in six months, I’m a little anal about maintenance.
Denis Phares 8:58
Clearly, yeah, given your career path, after all. But it makes sense given the fact that you have such a mechanical background, you’ve worked on engines. You backed into boating by…
Nigel Calder 9:12
And the guy that interviewed me for the job was one of those smartasses that thought he knew a lot more than he did. So, he popped me some kind of simple question about engines because he really knew nothing about engines. And so, naturally, I can answer it. So then, he hired me. So then, at this point, I hadn’t even done a tour of the plant, and I go into a couple of the generator rooms. And these things, they’re big enough to fill this space. I said, “Holy shit.” I had no idea what I was getting myself in for, so I had to do a lot of reading very quickly and figure it out. I couldn’t even tell which were the cooling pipes and which were the oil pipes. There’s pipes all over these engines. So, one of the first things I did was paint all of the pipes different colors for the different fluids that went through them. So, it made these engines look kind of psychedelic, which was very appropriate to the times. (Laughs)
Denis Phares 9:58
Did you learn from reading?
Nigel Calder 10:00
Mostly from reading, and then going in and studying these things. I don’t know what it’s like on these big engines today, but, at that time, you could set the individual fuel injection processes on each injector, and then, you would look at the exhaust temperature, and then, you would balance everything out by doing that. So, there was a lot of trial and error here. And after a couple of years, I got to be pretty good at it.
Denis Phares 10:22
Did you ever break one?
Nigel Calder 10:24
No. We had a night engineer, he was on a Cunard Liner docking in New York. And they have these wing controllers on these ships coming into dock so they can see where they’re docking. And they have engine controls on the wings. And they were just docking the boat, and he put a cover on one of the engine controls because they were all done, and he accidentally knocked it in full speed ahead. And the engineer down in the engine room just… And winds the thing up. Drives the Cunard Line into the dock, and takes out three feet of the boat and a whole bunch of concrete. So, he ended up being the night engineer in the factory I was working in with those generators. When you’ve got two of them, and you want to bring a new one online, you have to synchronize the frequency, the waveforms. And again, I don’t know what it’s like today, I’m sure it’s electronic. But we’d had these discs that were showing the frequency and the rate at which they were going. And you had to slow one down and speed the other one up remotely until they were in sync and the two waveforms were aligned, and then, you’d throw them in together. Well, he couldn’t get the hang of it. And, unbeknownst to us, he kept banging them in when they were not synchronized, which puts a huge shock load on the system. And he finally snapped the crankshaft on a 2000 horsepower engine. The thing about this big around, and he snapped it clean in half. So, we had to pull that one out and do a total rebuild on that engine. And we had another one that the crankshaft fractured because of a bearing alignment issue. So, I did total rebuilds on some of these big engines while I was there. And not just me, we had to get a crew in to help. So, by the time I was done, I had a pretty good idea how to run these things.
Denis Phares 12:10
So, at what point did you decide, “I could probably educate other people on what I’m learning here”?
Nigel Calder 12:16
Oh, that was years later. That was like 35 years ago. That must have been in the 1990s, probably. 2000s, maybe.
Denis Phares 12:26
2000s when you came to that… I know that’s not the case because…
Nigel Calder 12:31
No, probably 1990s.
Denis Phares 12:32
1990s. So, I didn’t grow up around boats, but the girl that I met, who is now my wife, lived on a boat.
Nigel Calder 12:44
It’s funny how these things happen.
Denis Phares 12:46
It’s funny how it works out. Yeah. So, I moved on the boat with her…
Nigel Calder 12:50
It’s the boats that do it.
(Laughter)
Denis Phares 12:53
I know, right? It’s not the other way around.
Nigel Calder 13:00
Oh no, absolutely not. Look at the two of us, why would you think it might be the other way around?
(Laughter)
Denis Phares 13:05
But anyway, so I moved on to this boat. I was a liveaboard, I’d never been on a boat before. And so, the first thing I did, I started the engine, and a guy on the dock was screaming to me, “Hey, there’s no water coming out the back.” And I was like, “I know.” I didn’t know, but I pretended. And so, then I understood that I had to go buy a book and learn. And this is the book. This is the book that I bought.
Nigel Calder 13:34
I just see, that’s the second edition…
Denis Phares 13:37
The second edition of ‘Boatowner’s Mechanical and Electrical Manual,’ by Nigel Calder. And this was my Bible. And I bought this in 1998, so I know it’s in the 90s, at least, you started doing this. But I pulled this out recently, and I had already met you, I knew who you were. And I was like, “Oh my God, no, I’ve known Nigel for 30 years.” So yeah, this was my Bible. I have to thank you for…
Nigel Calder 14:06
There’s the fourth edition, and it’s almost twice as long as that one.
Denis Phares 14:09
Really?
Nigel Calder 24:10
Yeah. Well, you know this technology just keeps getting more complicated, but the old technology doesn’t die. So, essentially, I just keep adding rather than taking stuff out, there’s almost nothing that’s come out.
Denis Phares 14:23
Well, what strikes me about the book is that everything is in such detail. And not only is there the writing, but the sketches, and the photographs. Is that all you?
Nigel Calder 14:36
Well, the photos are. The sketches, they hired an artist, the publisher, to take my sketches and make them look better. Many of the breakdowns are ours. For years, when we would cruise, my wife and I, for six months and a year on the boat. Once we moved to the States, outside hurricane season, we’d go cruising. We’d go cruising because we couldn’t afford to stay on shore. And living on the boat, we never went into marinas, we could live on $300 a month. And then, at that point, I had my diesel engine book was published in the first edition of that one and a royalty check came in twice a year; at the end of September and the end of March. For the September one, I generally went to pay overheads and stuff. And by the end of hurricane season, it was in November, we were out of money. So then, we’d go sailing. And the next word of check would come in at the end of March. So, we had no money between the end of November and the end of March. So, we’d go sailing, but I would go around all of the anchorages we were in and ask everybody what problems they’d had. And then, I would just accumulate all of their problems, and sometimes get on board their boats and take pictures, but mostly just get information on what went wrong and how they fixed it. And process all of that.
Denis Phares 15:53
How long did it take to write the first edition?
Nigel Calder 15:55
Oh, it was two years. Partly on the boat, at which point, we had two babies. When I first started that book, one was like four months old, and the other was going on two years old. And I have this ability when I’m focused to shut out the world. I would drive Terry nuts because the two babies would be screaming on the boat. It was a 39-foot boat with the four of us, and I’d be working on something, and I’d be totally oblivious. And then, finally, it got too much so we moved ashore to finish the book up. And then, we went and stayed in Montana one winter. And I hired a young girl, she was 17. She was, I think, the 14th child of a Mormon family, they had very large families… in Nevada, probably.
Denis Phares 16:55
Yeah, we’ve heard of them.
Nigel Calder 16:56
And her mother was one of 17. Now, it was a huge family. And this is back in the days of typewriters, and tipex, and white out.
Denis Phares 17:05
I remember. Sadly, yes.
Nigel Calder 17:08
And cutting and pasting. So, finally, I hired her to retype the final draft of that book on a typewriter. It’s the last one I did on a typewriter. And so, she spent months doing that and got it into a form where I could send it to the publisher. And then, the next one, I finally got one of the… Do you remember the first Mac computers that were like this big with a 256k memory?
Denis Phares 17:34
Was it Apple IIe?
Nigel Calder 17:37
Yeah, Apple. A tiny little thing about this big, it was like a little box. And then, for $1,000, you could buy a megabyte hard drive that sat underneath it, which was this big square and this deep.
Denis Phares 17:48
And you had the…
Nigel Calder 17:50
External floppy drive.
Denis Phares 17:51
The floppy drive. Yeah.
Nigel Calder 17:52
So, I did the next one on one of those, which was a pretty interesting experience. And then, I had the whole thing finished, and in Montana again, and I was proofing it. I did all the chapters separately because it was too big a file to merge, it took too long to save anything. And then, when I was all done, I merged everything together into one file, and I’m going through it, and I found a double space between two words, and I corrected it. And then, we had a power cut, I lost the whole frigging file. And I took the computer to a guy in Billings and told him what had happened and said, “Help.” And he managed to recover the thing, but mostly without any punctuation. I had to go back in and reassemble the whole thing from this huge string of words.
Denis Phares 18:33
Sorry, he recovered everything but with no punctuation.
Nigel Calder 18:38
Yeah.
Denis Phares 18:39
So you had to basically rewrite everything. Go through and hit space, and…
Nigel Calder 18:43
Yeah. That’s when I learned about backing up. So I got a little more diligent since then.
Denis Phares 18:49
Valuable lesson.
Nigel Calder 18:49
Yeah.
Denis Phares 18:50
Yeah. You’ve learned how to navigate boats since then, right?
Nigel Calder 18:54
Well, in a somewhat clumsy fashion. We did cruising guides to the Belize area, and Northwest Caribbean. And then, we navigated Cuba. The first boat that was allowed to do that since the Castro revolution. They arrested us when we first got there because, for it’s time, some sophisticated chart-making capabilities. And so, we got arrested, and then, they decided they wanted us to do a cruising guide because it would promote their nautical tourism.
Denis Phares 19:30
The Cubans arrested you, discovered how adept you were at making maps and so they hired you?
Nigel Calder 19:35
No, that’s why they arrested us because I was making maps. They held us on the boat for nine days while they tried to figure out what to do with us. And then, they decided they wanted us to do this, and then they let us second navigate Cuba. So we’ve made a couple of cruising guides, but in the process of that, we were using fairly crude technology so there was a fair amount of running aground due, on occasion, would drive Terry nuts. I do remember one time, I ran aground for the fourth time on one day, and she said, “Nigel, God, damn you. How can you do this right before supper time?” So, I learned that you don’t run aground for the fourth time right before supper time. But I have no problems with running aground…
Denis Phares 20:19
Is that rule in your book?
Nigel Calder 20:21
It’s in the book, yes. So I have no problems with running aground as long as there’s no wave action because you can always pull off.
Denis Phares 20:29
Right. What was the sketchiest situation you found yourself in?
Nigel Calder 20:34
Oh, that was a serious grounding between Spain and Portugal just three or four years ago, we almost lost the boat. We had waves breaking over the top of the boat. That was a serious…
Denis Phares 20:45
Between Spain, like North…
Nigel Calder 20:49
There’s a river that defines the boundary between Spain and Portugal on the Atlantic coast of Portugal.
Denis Phares 20:52
Mm-hmm. Yeah, and they get pretty big waves there.
Nigel Calder 20:55
They do. And the sandbars move all the time. And we had been in and out of this river three or four times, and every time I had saved the track on the chartplotter and then just followed it in and out. The first time we went in, it was flat calm, and we got in the dinghy and we sounded it and mapped that route. And, after that, we followed it. Well overnight, the sandbar moved 30 yards, and we came out in somewhat rough conditions. And I thought, “Well, what the hell, we’ve done this three times already, I’ve got the track,” and I just followed the track and ran us onto the sandbar. And if the boat wasn’t so well built, we’d have lost the boat.
Denis Phares 21:31
So, you ran aground and the waves were big and crashing overhead. How’d you get out of it?
Nigel Calder 21:37
With difficulty.
Denis Phares 21:40
With difficulty. Yeah, I would have guessed. But, more specifics?
Nigel Calder 21:44
We have a powerful bell thruster on the boat, but I never use it. I forget it’s there most of the time. For decades, I’ve docked a boat without a bow thruster, and I just forget it’s there. And I forgot it was there. I could have blown us off of that sandbar in 30 seconds with a bow thruster, but instead, I’m working the throttles backwards and forwards, and I’m watching the temperature go up because the sand has been sucked into the engine. And Terry’s on the bow trying to throw a line to a fishing boat that’s trying to rescue us, and the whole situation is pretty hairy because there’s water coming over the boat because I forgot we got a bow thruster. And anyway, so the fishing boat pulled us off, but it did a lot of damage. It destroyed the rudder and damaged the hull. We were lucky the boat didn’t sink, it’s a rather expensive repair job. But there’s all of those other times where you’re in a spectacular anchorage, or there’s whales breaching alongside you. There was a time in the Gulf of Mexico when we were basically becalmed, and two or three sperm whales come up alongside of us, twice the length of the boat. And so, Terry and the crew jumped overboard to go swimming with them, and they just kind of went down and came up again a little further off. There’s all these totally spectacular…
Denis Phares 22:59
Usually, they’re wonderful stories.
Nigel Calder 23:04
We have twice now been in anchorages where wild dolphins came up and wanted to play. The first time, the kids were quite young and they jumped overboard. And this dolphin is butting them and then laying on his back having its stomach scratched. This is a wild dolphin. And then, our daughter was about seven or eight at that time, she was getting a little cold so she starts climbing the ladder to get out of the boat, and the dolphin wasn’t through playing. It came up behind her and budded her in the back and knocked her back in the water so it could play some more with her. And, it quit playing, and it went down to the anchor, and it came back up, and it went down again, and it came back up. And I thought, “What the hell’s going on?” I was busy taking pictures of Terry and the kids. And I realized the anchor was dragging and we were dragging towards the reef, the dolphin was letting us know. So, we reset the anchor and it went back to playing with the kids. We’ve had that happen once before when we were doing the cruising guide to the northwest Caribbean. We were trying to get in and out of reef anchorages. And the charts then were made in the 1830s by the British, there’s been no new charting since then on that coastline, 1830s and 1840s. So, it looked like there might be an entrance in the reef there, and I was searching for it. We had a school of little spinner dolphins playing in the bow wave, like a dozen of them. And I went into what I thought was an entrance, and the dolphins just went crazy. They’re all jumping out of the water and acting nuts, so I realized that it probably wasn’t an entry and I turned away, and they settle down again. And then, I tried again, and they did the same thing. They were just telling us, “You can’t get this boat through that hole. You need to go somewhere else.”
Denis Phares 24:43
That’s crazy. And that one dolphin recognized that you’re dragging your anchor and it was warning you. Well, before we break from this podcast, I did want to give a plug for what you’re doing today. You have a history of doing education through writing books and articles, but now you’re doing something online with boathowto…
Nigel Calder 25:04
BoatHowTo.com.
Denis Phares 25:06
BoatHowTo.com. You want to talk a little bit about that?
Nigel Calder 25:07
Sure. I have for at least a decade wanted to put some of this stuff I’ve learned over the years onto the internet, but I had zero skills or interest in frankly doing that when I met this incredible German Ph.D. in computer sciences who’s also a sailor, who will sail on tall ships. He’s just perfect.
Denis Phares 25:30
That’s a small target to hit there. All right, you found him.
Nigel Calder 25:34
Taken me 10 years, or he found me, actually, because he had the idea of doing the ‘boathowto.’ And he got a hold of me. And the minute we started talking, I thought, “This was it.” And between the two of us, we’ve created this website; boathowto.com, which is subscription-based. Right now, it’s marine electrical education, but we’re going to do a course on diesel engines and diesel engine maintenance, probably that’ll be out by the end of the year. And though I say so myself, it’s probably the most accurate and comprehensive boat electrical education that’s available. And also, we attempt to shoot down a lot of the misinformation that you find on the internet. It’s all standards-based. So, American Boat and Yacht Council and the ISO. But the standards are solely focused on safety. If something is stupid, or non-functional, they don’t care as long as it’s not unsafe. So, our focus is on functionality that’s standards compliance. And so, it’s a very different focus to what you get from going to, for example, an ABYC seminar.
Denis Phares 26:41
And it’s nice to update it. With a boat, you got to wait for new additions, but here, you can just go up and fix things.
Nigel Calder 26:46
Exactly. And then, we have interaction with the audience. So, if questions come up, we realize there are bits missing from what we put out there, we can go back in and just add it in. That’s the beauty of this online process, is that it’s very immediate. It’s not like publishing where you’ve got months between finishing something and seeing it in print.
Denis Phares 27:09
Fantastic. Well, on that note, I look forward to talking shop with you in a podcast in the very near future. We’ll talk again very soon. Thank you, Nigel.
Nigel Calder 27:18
Thank you, Dennis.
Denis Phares 27:19
Well, that’s going to do it for today’s episode. Be sure to subscribe to the Li-MITLESS ENERGY Podcast on any of your favorite podcast platforms.
[End Of Recording]
