organization:government accountability office

  • Sunk Costs. The border wall is more expensive than you think.

    When the federal government builds a border wall, the taxpayer foots two bills. First, there’s the cost to get the thing built, a figure proclaimed in presidential budget requests and press accounts. And second, there’s a slew of concealed costs — expenditures that hide in general operations budgets, arise from human error or kick in years down the line. In the Trump era, those twin outlays combine to make the wall outlandishly expensive.

    Excluding the hidden costs, Trump’s wall is running taxpayers a cool $25 million per mile, up nearly fourfold from just a decade ago. To understand why, it helps to know a little border history. In 1907, the U.S. government took possession of a 60-foot-wide strip of land along the U.S.-Mexico border from California to New Mexico as a buffer zone against smuggling. During his second term, George W. Bush built much of his border wall on this government-owned land. But in Texas, the vast majority of border real estate is privately owned, forcing the government to seize property all along the Rio Grande if it wants to build a barrier. That extra burden is a main reason the Lone Star State hosts a small fraction of existing border fence.

    Then there’s the terrain. For example, in Starr County, an unfenced swath of South Texas that’s high on Customs and Border Protection’s priority list, Trump plans to build on the Rio Grande’s craggy, erosion-prone bank — an engineering challenge that adds millions of dollars per mile. As CBP spokesperson Rick Pauza wrote in an email to the Observer: “Every mile of border is different, and therefore there is no one-size-fits-all cost per mile.” In addition, taxpayers today are buying the luxury edition of the wall: a structure that’s up to 12 feet taller than the Bush-era fence and buffered by a 150-foot “enforcement zone.”

    But all that’s only part of the story. Not included in the $25 million-per-mile figure is a suite of hidden expenses. Among them:

    Routine Maintenance and Operation. Border barriers are potent political symbols. They’re also physical structures that accumulate debris, degrade and break over time. In 2009, CBP estimated that operating and maintaining $2.4 billion worth of fencing, along with associated roads and technology, would cost $3.5 billion over 20 years — almost 50 percent more than the original cost.

    Breaches. Depending on design, border fences can be cut through using either bolt cutters or power tools. From 2010 to 2015, fencing was breached 9,287 times, according to the Government Accountability Office. At an average repair cost of $784, the government spent $7.3 million patching those holes in the wall. And the more new wall, the more breaches.

    Waste. In November 2011, the Department of Homeland Security’s Office of Inspector General issued a scathing report regarding procurement of steel for the border fence. “CBP purchased more steel than needed, incurred additional storage costs, paid interest on late payments, and approved a higher-priced subcontractor, resulting in additional expenditures of about $69 million,” the report read.

    Department of Justice Litigation. Every time landowners refuse to sell their land for the wall, the Department of Justice must take them to court. According to a 2012 planning document prepared by the U.S. Army Corps of Engineers, that legal process costs about $90,000 per tract of land. In sparsely populated Starr County — where property has been passed down for hundreds of years, often without legal record — almost every case must go to court to determine ownership. That money is unaccounted for in congressional appropriations for the wall; it comes instead from the DOJ’s general budget.

    Advertising. When the DOJ wants to take Texans’ property for the wall, the agency must sometimes issue notice to potential heirs in the local newspapers. So far, a DOJ spokesperson said, the agency has done so three times in the Rio Grande Valley — cramming many cases into a single publication. Each instance cost the DOJ about $100,000. At a November court hearing in McAllen, a DOJ attorney lamented the state of local media. “We have one person or corporation who owns both papers — so we can’t really negotiate,” he said. “So it’s a large expenditure.”


    https://www.texasobserver.org/the-border-wall-is-more-expensive-than-you-think
    #murs #barrières_frontalières #coût #prix #coûts_cachés #frontières #USA #Etats-Unis

  • Democrats’ ‘smart border’ technology is not a ‘humane’ alternative to Trump’s wall

    In response to President Trump’s demand for $5.7 billion for a physical barrier along the U.S.-Mexico border, and his threat to shut down the government again on Feb. 15 if Congress doesn’t provide it, Democratic Congressional leaders are promoting an alternative they refer to as a “smart border.” This is essentially an expansion of existing technologies like remote sensors, integrated fixed-towers, #drones and other #surveillance assets.

    On Jan. 29, Rep. James Clyburn (D-S.C.), the third-ranking Democrat in the House, wrote an op-ed in The Hill arguing that this kind of “smart border” is preferable to a physical wall because it will “create a technological barrier too high to climb over, too wide to go around, and too deep to burrow under,” resulting in an “effective, efficient and humane” alternative to Trump’s border wall. Meanwhile, the “opening offer” announced on Jan. 31 by the Democrats in bipartisan budget negotiations included $400 million for this “smart border” surveillance package.

    In a recent peer-reviewed article in the Journal of Borderlands Studies, we raised fundamental questions about these kinds of “smart border” technologies, including their humanitarian implications. Using geospatial modeling and statistical analysis, we show how previous “high-tech” border solutions failed to deliver on their operational objectives; instead of preventing unauthorized crossing, the surveillance network simply shifted migration routes into much more difficult and remote terrain, with a measurable impact on the geography of migrant deaths in the southern Arizona desert.

    From 2006 to 2011 the United States appropriated $3.7 billion for the SBInet system, intended as a high-tech network of ground sensors connected to integrated fixed towers mounted with infrared, high-resolution cameras and motion-detecting ground radar. Experimentally deployed southwest of Tucson, Arizona, the surveillance network aimed to provide the Border Patrol “complete situational awareness” through the real-time, automated integration of multiple sources of surveillance data.

    The outcomes delivered by the SBInet program fell well short of these aspirations, however. In 2010 the Government Accountability Office concluded that the Department of Homeland Security had “yet to identify expected benefits from the [program], whether quantitative or qualitative.” After continuous operational shortcomings and delays, in 2011 the Obama administration quietly canceled the program.

    Simultaneously, the area where SBInet was deployed has become a “land of open graves,” according to anthropologist and 2017 MacArthur “genius grant” recipient Jason De León. From 2006 to 2011, at least 1,267 people died in southern Arizona attempting to cross the border. A significant majority of these deaths were the outcome of exposure to the elements: dehydration, hyperthermia and exhaustion. Meanwhile, during this same period the rate of death (the number of deaths / 100,000 Border Patrol apprehensions) skyrocketed, nearly tripling between 2008 and 2011 alone.

    These deaths are the result of many factors. But our research shows that significant among these has been the expansion of border surveillance technology. Using Geographic Information Science, we analyzed the mapped location of human remains pre- and post-SBInet. We then plotted the visual range of the SBInet system using publicly-available information on the location of the towers and the operational reach of their various components.

    Next, we created a model using variables like vegetation, slope and terrain to measure the physiological difficulty associated with pedestrian transit along different routes of travel. We found a meaningful and measurable shift in the location of human remains toward routes of travel outside the visual range of the SBInet system, routes that simultaneously required much greater physical exertion, thus increasing peoples’ vulnerability to injury, isolation, dehydration, hyperthermia and exhaustion.

    Our research findings show that in addition to its monetary cost and its questionable operational efficacy, the “smart border” technology presently being promoted by the Democratic congressional leadership contributes to deadly outcomes.

    Based on these findings there is a need to reconsider the premise that surveillance technology and infrastructure can provide a “humane” alternative to Trump’s border wall (a proposal we also consider to be wasteful and destructive). Instead, we’d like to see a shift in U.S. border policy that genuinely prioritizes the protection of human life, regardless of a person’s citizenship or immigration status.

    This kind of shift, of course, would require reforms not just to the Border Patrol and its enforcement strategy, but to U.S. immigration policy overall, allowing people to seek safety or reunite with family and loved ones without risking their lives crossing through the desert.

    https://thehill.com/opinion/immigration/429454-democrats-smart-border-technology-is-not-a-humane-alternative-to-tru

    #frontière_intelligente #alternative (?) #murs #barrières_frontalières #frontières #smart_border #smart_borders #technologie #mourir_aux_frontières #morts #décès

    En gros:

    Our research findings show that in addition to its monetary cost and its questionable operational efficacy, the “smart border” technology presently being promoted by the Democratic congressional leadership contributes to deadly outcomes.

  • US Border Agents Didn’t Verify Any e-Passports Since 2007 Because They Didn’t Have the Software
    https://www.bleepingcomputer.com/news/government/us-border-agents-didnt-verify-any-e-passports-since-2007-because-t

    The United States of America, the country with one of the most draconian border crossing procedures in the world, hadn’t verified the validity of chip-implanted e-passports since 2007, the time when foreigners were first required to have one. Shockingly, the reason is that US border agents lacked the software to do so, according to revelations made this week by Senators Ron Wyden (D-Oregon) and Claire McCaskill (D-Missouri) in a letter sent to US Customs and Border Protection (CBP) (...)

    #Identité #frontières #voyageurs #surveillance #puce

    ##Identité ##voyageurs

    • Mais il existe ailleurs... (je copie-colle le texte, au cas où...)
      US Border Agents Didn’t Verify Any e-Passports Since 2007 Because They Didn’t Have the Software

      The United States of America, the country with one of the most draconian border crossing procedures in the world, hadn’t verified the validity of chip-implanted e-passports since 2007, the time when foreigners were first required to have one.

      Shockingly, the reason is that US border agents lacked the software to do so, according to revelations made this week by Senators Ron Wyden (D-Oregon) and Claire McCaskill (D-Missouri) in a letter sent to US Customs and Border Protection (CBP) management.

      The two senators are now urging the CBP to correct this glaring security hole and purchase the equipment necessary to verify if e-Passports are authentic and haven’t been tampered with.
      You could have entered the US using a forged e-Passport

      e-Passports are mandatory for all foreigners entering the US from a country on the visa waiver program. These are countries whose citizens aren’t required to obtain a visa before entering the US.

      Instead, as one of the security measures imposed on citizens from the 38 countries on the US’ visa waiver program, travelers must possess an e-Passport that comes with an electronic chip.

      This chip contains data on the passport holder, but also a digital signature that border agents can verify using special software.

      The data and accompanying signature are meant to be an anti-forgery system as only state authorities can change data on the chip and resign the chip with a valid signature.
      CBP was warned in 2010

      Since 2007, when the US has started asking foreigners to present an e-passport when entering the US, border agents have been able to read the data on the chip, but not verify its digital signature for authenticity.

      This means that for almost eleven years, foreigners could have entered the US using forged e-Passports, albeit they still had to craft a convincing passport in the first place.

      “CBP has been aware of this security lapse since at least 2010, when the Government Accountability Office (GAO) released a report highlighting the gap in technology,” Wyden and McCaskill wrote in their letter. “Eight years after that publication, CBP still does not possess the technological capability to authenticate the machine-readable data in e-Passports.”

      The two senators are now urging the CBP to implement a plan to properly authenticate e-Passport holders and their data by January 1, 2019.

      https://www.bleepingcomputer.com/news/government/us-border-agents-didnt-verify-any-e-passports-since-2007-because-t

  • Over a Third of U.S. Navy Ships in Pacific Lack Training Certification -Watchdog – gCaptain
    http://gcaptain.com/over-a-third-of-u-s-navy-ships-in-pacific-lack-training-certification-watc

    Speaking before a House of Representatives Armed Services Committee hearing, John Pendleton, from the U.S. #Government_Accountability_Office (#GAO), said that a report had found that 37 percent of U.S. Navy cruisers and destroyers based out of Japan had expired warfare certifications as of June 2017. That was a five-fold increase from the number in May 2015.

    The certification is a measurement of whether a ship and its crew are well trained and ready for operations.

    The GAO report also found that a reduction in crew sizes was contributing to safety risks, with some sailors working over 100 hours a week and there was limited training because of an increased demand for operations.

    The Navy has made plans to revise operational schedules to provide dedicated training time for overseas-based ships, but this schedule has not yet been implemented,” the report said.

    #USS_John_S_McCain #USS_Fitzgerald

    Ah ouais !
    note : on est plus près de 40% que du tiers…

    • On est encore en dessous de cela : 8 sur 11 navires (72,7% !) n’ont pas la qualification « navigation » en juin 2017…

      Readiness of U.S. Ships in Japan Focus of USS John S. McCain, USS Fitzgerald Collision Hearing - USNI News
      https://news.usni.org/2017/09/07/readiness-u-s-ships-japan-focus-uss-john-s-mccain-uss-fitzgerald-collisio

      I have had made the assumption for many, many years that our forward deployed forces in Japan were the most proficient, well-trained, most experienced force we have because they were operating all the time,” [Navy’s second in command, VCNO Adm.] Moran told a Thursday joint hearing before the House Armed Services readiness and seapower and projection forces subcommittees.

      It was the wrong assumption.
      […]
      As of June 2017, 37 percent of the warfare certifications for cruiser and destroyer crews homeported in Japan had expired, and over two-thirds of the expired certifications—including mobility-seamanship and air warfare—had been expired for five months or more

      There were specific areas that were higher than 37 percent and one of those was seamanship. Eight of the 11 ships had expired certification for seamanship,” he told the panel

      This represents more than a fivefold increase in the percentage of expired warfare certifications for these ships since our May 2015 report.

      Both the Fitzgerald and McCain had expired certifications, but Pendleton wouldn’t detail the precise certifications that were out of date.

      Faut-il s’en étonner quand on voit la programmation du temps consacré aux différentes activités ?


      2015 GAO Image

      Donc, si on lit le graphique, en 2015 le GAO constate sereinement (?) que pour la flotte déployée au Japon, sur un cycle de 2 ans, il n’y aucune séquence consacrée à l’entrainement ou la formation…

      On rappelle par ailleurs que depuis 2003, il n’y a plus non plus de séquence de formation initiale des futurs officiers à la navigation qu’elle soit théorique (uniquement sur CD ou DVD) ou pratique (sur le tas pendant les prochains embarquements)…

    • Arf ! 3 jours après, CNN se réveille. Mais c’est Exclusive !

      Exclusive : US Navy ships in deadly collisions had dismal training records - CNNPolitics
      http://edition.cnn.com/2017/09/11/politics/navy-ships-training-expired/index.html

      The two US Navy destroyers involved in deadly collisions in the Pacific this summer both had lengthy records of failure to fulfill key training requirements, according to Government Accountability Office data provided to Congress and obtained by CNN.

      The USS Fitzgerald had expired training certification for 10 out of 10 key warfare mission areas in June, and the USS John S. McCain had let its certifications lapse in six out of the 10 mission areas, the data show.
      The dismal training record for the two ships sheds new light on one factor that may have contributed to the two collisions with commercial ships in June and August, which killed 17 sailors.
      […]
      A Navy official contested the GAO’s training certification data, arguing that the GAO was focused on higher-level warfighting certifications and not the nuts-and-bolts certifications for operating ships where the Pacific fleet’s destroyers and cruisers have a better record. There are 22 certifications required for each ship and the GAO only reported on half, the official noted, though they declined to provide the full training records for the USS Fitzgerald and USS McCain, citing the ongoing investigations into the collisions.

      Mais, apparemment, il ne s’agit pas des compétences de navigation.

      The GAO examined training records in June for all of the Japan-based destroyers and cruisers, focusing on 10 key warfare training areas. They included air warfare, ballistic missile defense, electronic warfare, fire support, cruise missiles and more.
      The USS Fitzgerald had let its training certifications expire for all of them, according to the GAO data.

      The Navy’s preliminary findings in its Fitzgerald investigation found the crew failed to understand and acknowledge the cargo ship was approaching and failed to take any action necessary to avoid the collision.

      (sur ce dernier point, c’était dans le rapport préliminaire de l’US Navy il y a un peu plus de 3 semaines https://seenthis.net/messages/607667#message623706 )

    • Cyber Probes to be Part of All Future Navy Mishap Investigations After USS John S. McCain Collision - USNI News
      https://news.usni.org/2017/09/14/cyber-probes-part-future-navy-mishap-investigations-uss-john-s-mccain-col

      Probing potential cyber tampering and cyber intrusion will now be a standard part of U.S. Navy accident investigation following the Aug. 21 collision of guided missile destroyer USS John S. McCain (DDG-56) with a chemical tanker, Vice Chief of Naval Operations Adm. Bill Moran told Congress last week.

      As part of the investigation into McCain’s collision, a team from the Navy’s U.S. 10th Fleet cyber arm traveled to Singapore to see if a reported steering failure of the destroyer was a result of cyber tampering, USNI News reported last month.
      […]
      I would also offer to you that just about every three letter agency in Washington, D.C. has looked to see if there were indications of an intent or a potential acknowledgement of a cyber attack. We have seen — I have personally not seen any evidence of that. But we’re not stopping there. The team is in place in Singapore today, has been for several days capturing all of the computer and network information to see if they can find any abnormalities or disruptions.” [Vice Chief of Naval Operations Adm. Bill Moran said]

      The effort, called Operation #Orion’s_Hammer, focused on the reported failure of the aft steering mechanism that early reports say helped cause the collision between McCain and a chemical tanker off the coast of Singapore on Aug. 21 resulting in the death of 10 sailors, several Navy officials have told USNI News.

      On aurait donc bien confirmation d’une avarie de barre.

    • Sen. John S McCain III (R-AZ) dont le grand-père est l’éponyme du USS John S McCain à propos des collisions. Quelles que soient les conclusions des enquêtes, il est facile d’utiliser ces événements pour réclamer une augmentation du budget de la Navy
      #send_more_money

      McCain Laments ’Accident After Accident’ After Military Cuts - Bloomberg
      https://www.bloomberg.com/news/articles/2017-09-17/mccain-laments-accident-after-accident-after-military-cuts

      Following a series of deadly accidents, Senator John McCain on Sunday renewed his calls to address what he described as a U.S. failure during the past eight years to ensure that the military is prepared, equipped and trained. 

      Whenever you cut defense capabilities, the first thing that goes is the training and the readiness, because that’s easy enough to cancel,” the Arizona Republican and chairman of the Senate Armed Service Committee said on CBS’s “Face the Nation.

      McCain, a Vietnam War veteran from a military family, has been a longtime critic of the automatic cuts in U.S. spending — including reductions in U.S. defense — known as sequestration that began in 2013 under an earlier deal to raise the country’s debt limit.
      […]
      When you really look at how much time they have at actual training and readiness, it’s continued to shrink,” McCain said. “We have accident after accident after accident. We are killing more Americans in uniform in training than we are in engagement with the enemy. That’s not acceptable.

  • Ten sailors missing after U.S. warship, tanker collide near Singapore
    https://www.reuters.com/article/us-usa-navy-crash-idUSKCN1B100C
    ça devient une habitude…
    mais cette fois à babord, donc, a priori, c’est lui qui a priorité…

    Ten sailors are missing after a U.S. warship collided with an oil tanker east of Singapore before dawn on Monday, tearing a hole beneath the waterline and flooding compartments that include a crew sleeping area, the U.S. Navy said.

    The collision between the guided-missile destroyer USS John S. McCain and the tanker Alnic MC was the second involving U.S. Navy destroyers and merchant vessels in Asian waters in little more than two months.

    The ships collided while the U.S. warship was heading to Singapore for a routine port call, the Navy said in a statement.

    • Ici, il est hors de question d’imaginer une quelconque défaillance de la veille sur l’un ou l’autre navire : ça doit être l’endroit où le trafic est le plus dense au monde et on est aux abords immédiats du port…

      En revanche, le communiqué de la Navy laisse songeur. Le John McCain est abordé à babord (à l’arrière de sa seconde cheminée), vraisemblablement à l’endroit où s’achève la dernière ligne droite de la trajectoire) alors que le pétrolier vient de l’est et se dirige vers le terminal pétrolier (dans l’axe de cette ligne droite). Difficile à imaginer si le John McCain entrait au port ; normalement, il présentait son flanc tribord…

      Au vu des photos, et de l’enfoncement des tôles, il semblerait que le pétrolier venait de l’arrière.

    • Stricken destroyer John S. McCain arrives in Singapore, 10 crew still missing
      http://www.navytimes.com/news/your-navy/2017/08/20/navy-destroyer-john-s-mccain-collides-with-merchant-vessel

      Mounting questions
      The details of how the collisions occurred remain unkown, But incidents such as those with the McCain and Fitzgerald incidents are troubling, said Jan van Tol, a retired commander of three war ships who now serves as an analyst with the Center for Strategic and Budgetary Assessments.

      Navy destroyers are remarkably nimble and responsive, including rapid acceleration ability, thus should certainly be able to get out of the way of almost anything approaching ‘too close,’” van Tol said in an email.

      Such close quarters situations should NEVER be allowed to develop without various watchstanders and watchteams being well aware that they are developing,” he said.

      It is unknown whether McCain had suffered any kind of casualty to its engineering or steering systems ahead of the collision that would have contributed to the disaster.

      The collision was the fourth significant safety incident of 2017 involving a U.S. 7th Fleet ship. In January, the cruiser Antietam ran aground in Tokyo Bay and in May, the cruiser Lake Champlain collided with a Korean fishing boat in the Sea of Japan.

      (outre le Fitzgerald)

    • Complètement dingue !

      La collision a eu lieu nettement plus à l’est, juste à l’entrée du dispositif de séparation de trafic. Dans les derniers instants, on voit l’Alnic NC abattre en grand sur la gauche en ralentissant fortement, indice évident d’une manœuvre en catastrophe, qui ne peut se justifier (on est dans le rail, bon sang !) que par une tentative d’évitement désespérée…

      Mille sabords !, que fabriquait cet amiral de bateau-lavoir de USS John S. McCain à cet endroit là ?
      (NB : le père et le grand-père du sénateur, John S. McCain III, ont tous les deux terminé leur carrière comme amiral et, pour faire simple portaient également le même middle name, Sidney. On fait dans la dynastie ou pas…)

      Comment a-t-il pu couper la route d’un bateau dont la route est absolument rectiligne et prévisible (il est dans le rail) ? Peut-être le McCain n’y était-il pas et a-t-il manœuvré brutalement pour s’y placer ?
      https://www.youtube.com/watch?v=vlrA36GzHNs

      EDIT (24/08)
      pour gCaptain, l’abattée à gauche est le résultat de la collision, ce qui parait tout à fait crédible et explique bien la forme de l’enfoncement sur l’arrière de l’ouverture. Le McCain devait filer vite pour dévier à ce point la trajectore.
      Du coup, on peut élaborer un scénario où le McCain coupe, pour des raisons qu’il reste à préciser, le rail « conformément aux règles internationales » : perpendiculairement et le plus vite possible. Et dans ce cas, il est responsable à 100%…

      Comment, elle a dit déjà l’amirauté ? ah oui, #poor_seamanship

      http://gcaptain.com/uss-john-s-mccain-collision-ais-animation-shows-tankers-track-during-colli

    • The Latest: US Navy vessel arrives to help damaged destroyer - The Washington Post
      https://www.washingtonpost.com/world/asia_pacific/the-latest-us-warship-sailing-on-own-power-after-collision/2017/08/20/9c7ae012-860e-11e7-96a7-d178cf3524eb_story.html

      5:00 p.m.
      The oil tanker involved in a collision with the USS John S. McCain destroyer in busy Southeast Asian waters had four deficiencies including navigation safety violations in its last port inspection.

      An official database for ports in Asia shows the Alnic MC was inspected in the Chinese port of Dongying on July 29 and had one document deficiency, one fire safety deficiency and two safety of navigation problems.

      The database doesn’t go into details and the problems were apparently not serious enough for the Liberian-flagged and Greek-owned vessel to be detained by the port authority.
      […]
      4:10 p.m.
      The chief of Malaysia’s Maritime Enforcement Agency says the collision between an oil tanker and the USS John S. McCain guided missile destroyer early Monday occurred at the start of a designated sea lane for ships sailing into the Singapore Strait, one of the world’s busiest shipping lanes.

      Zulkifli Abu Bakar said the incident occurred 4.5 nautical miles (8.3 kilometers) from Malaysia’s coast. He said a Malaysian warship was in the area monitoring the cleanup of an oil spill from an unrelated collision of two merchant ships and was contacted by the McCain.

      Both Malaysia and Singapore say the accident happened in their waters, likely reflecting a dispute about ownership of some rocky outcrops in the area.

      It happened in Malaysian territorial waters, specifically in Teluk Ramunia waters,” Zulkifli said. “For this moment, we shouldn’t argue about whose waters. Most important thing is we focus on the search and rescue.

    • Frontière entre la Malaisie et Singapour — Wikipédia
      https://fr.wikipedia.org/wiki/Frontière_entre_la_Malaisie_et_Singapour

      La délimitation de cette frontière maritime a fait l’objet d’un recours devant la Cour internationale de justice, effectué conjointement le 24 juillet 2003 par la Malaisie et Singapour. Le différend portait sur l’île de Pedra Branca, les Middle Rocks (deux rochers inhabités) et South Ledge, un haut-fond découvrant. Par un arrêt du 23 mai 2008, la Cour a attribué Pedra Blanca à Singapour, les Middle Rocks à la Malaisie, et South Ledge à l’État dans les eaux territoriales duquel il se trouve (la Cour n’ayant pas reçu mandat des parties pour délimiter leurs eaux territoriales respectives).

      L’arrêt de la CIJ
      Affaire relative à la souveraineté sur Pedra Blanca/Pulau Batu Puteh, Middle Rocks et South Ledge –(Malaisie/Singapour)
      Arrêt du 23 mai 2008
      http://www.icj-cij.org/files/case-related/130/130-20080523-JUD-01-00-FR.pdf

      (il me semblait avoir vu passer ce contentieux ici)


      (extrait de l’arrêt de la CIJ)

    • Serrage de boulons généralisé…

      Admiral to order operational pause in Navy after warship, merchant ship collide - CNN
      http://edition.cnn.com/2017/08/20/asia/us-navy-destroyer-collision-singapore/index.html

      Chief of Naval Operations Adm. John Richardson is expected to order a one-day pause in operations “to ensure we are taking all appropriate immediate measures to enhance the Navy’s safe and effective operation around the world,” according to a US Defense official and an advanced copy of Richardson’s statement obtained by CNN.

      The stand-down will take place over the next couple of weeks, at the discretion of individual commands, the defense official said.

      The order comes after a US Navy guided-missile destroyer collided early Monday with an oil tanker east of Singapore, the fourth accident this year involving a US warship in Asian waters.

      This is the second major collision in the last three months, and is the latest in a series of major incidents, particularly in the Pacific theater. This trend demands more forceful action,” Richardson’s statement says.

      C’est le moment de ressortir la vanne éculée du phare et du porte-avions états-unien… #lighthouse_vs_US_Navy

      https://en.wikipedia.org/wiki/Lighthouse_and_naval_vessel_urban_legend

    • US Navy also considering ’cyber intrusion or sabotage’ as possible causes for USS John McCain collision
      http://www.ibtimes.co.uk/us-navy-also-considering-cyber-intrusion-sabotage-possible-causes-uss-joh

      A steering failure, or maybe even hacked systems – the US Navy is considering all possible reasons after launching a broad investigation into the collision of the US guided-missile destroyer USS John McCain with an oil tanker off the coast of Singapore on Monday (21 August).

      Plusieurs médias reprennent l’hypothèse, apparemment émise par l’US Navy, de panne de l’appareil à gouverner (#avarie_de_barre, un des entrainements les plus fréquents en passerelle dans mon souvenir, presqu’autant que #un_homme_à_la_mer à babord/tribord suivie du Boutakov règlementaire…) Je ne trouve pas le communiqué original. Pas plus que, l’évocation officielle d’une #cyber-attaque qui aurait déjà été plus ou moins éliminée par la marine.

      Apparemment, la source initiale est CNN

      Ships, aircraft search for crashed US destroyer’s 10 missing crew - CNNPolitics
      http://edition.cnn.com/2017/08/21/politics/uss-john-s-mccain-collision/index.html?sr=twCNN082217uss-john-s-mccain-collision0958AMVODtop

      What caused the accident?
      The warship suffered a steering failure as the warship was beginning its approach into the Strait of Malacca, causing it to collide with a commercial tanker Monday, a US Navy official told CNN.
      The official said it was unclear why the crew couldn’t utilize the ship’s backup steering systems to maintain control of ship.
      Earlier, another US Navy official told CNN there were indications the destroyer experienced a loss of steering right before the collision, but steering had been regained after the collision.

      Évidemment, l’option #hacker circule pas mal (déjà pour l’USS Fitzgerald), Popular Mechanics explique de son côté que ça ne peut pas être du #GPS_spoofing, etc.
      No, the USS McCain Wasn’t a Victim of GPS Spoofing
      http://www.popularmechanics.com/military/navy-ships/news/a27854/uss-mccain-collision-gps

    • Ah, ben Les Échos relaient le complotisme, bravo…
      (oubliant au passage l’hypothèse de l’avarie de barre, mise en avant par l’amiral Richardson (CNO : Chief of naval operations)

      Après la collision d’un destroyer américain, des experts agitent la piste de la cyberattaque
      https://www.lesechos.fr/industrie-services/air-defense/010189757977-apres-la-collision-dun-destroyer-americain-des-experts-agitent

      L’amiral n’a pas exclu que la collision ait pu être provoquée par un facteur extérieur ou une cyberattaque. Cet accident n’est pas le premier (voir encadré) et intrigue certains spécialistes de la Défense.

      « Il y a quelque chose de plus que la simple erreur humaine car sinon cela impliquerait énormément de gens », avance par exemple Jeff Stutzman interrogé par le site McClatchyDC.

      Pour cet ancien spécialiste de la guerre de l’information et de la marine, qui travaille désormais chez Wapack Labs, une société de sécurité informatique, tout bâtiment qui s’avance dans le détroit de Singapour aura sur le pont une équipe complète de vigiles et d’opérateurs radars.

      De son côté, interrogé par le site « International Business Times », Todd Humphreys, un professeur à l’Université du Texas et spécialiste en systèmes de navigation par satellite, va plus loin dans la suspicion.

      Pour lui, cet accident semble « statistiquement très suspect ». Et il n’hésite pas à faire un parallèle avec un incident intervenu en juin en Mer noire et au cours duquel des signaux GPS auraient été trafiqués via, selon lui, « un signal qui provenait du continent russe ».

      La piste russe n’est cependant pas la seule à être soulevée. Interrogé par le site australien news.com, Itay Glick, un autre expert de cybersécurité qui a travaillé pour les services de renseignements israéliens, avance que si la Russie a les capacités d’effectuer une telle attaque, la Chine l’a également.

      « Je ne crois pas aux coïncidences », explique-t-il encore en rappelant que « l’erreur humaine » est toujours une solution de facilité pour expliquer un accident.

      À « l’expert » dont les pontifications concluent l’article, on fera remarquer que la Navy a viré tout l’état-major de l’USS Fitzgerald et on rappellera aux Échos que l’amiral Richardson met en avant une deuxième hypothèse « matérielle ».

      Certains font remarquer que les nombreuses gesticulations de la Navy dans un contexte où le nombre de bâtiments baisse pourraient avoir aboutir à une fatigue des équipements et des équipages…

      Enfin, on sourira à la légende de la photo (bizarrement fournie par le SIPA) ouvrant l’article…


      Toutes les pistes sont envisagées y compris celle d’une cyberattaque, a laissé entendre l’amiral John Richardson, chef des opérations de la marine américaine.
      Daniel Chan/AP/SIPA

      … où on a un peu de mal à reconnaître l’amiral Richardson…

      la légende d’AP est la suivante
      Malaysian Maritime Director Indera Abu Bakar points to damage on USS John S. McCain at press conference in Putrajaya on Monday.
      AP Photo/Daniel Chan

    • China Calls U.S. Navy ’Arrogant’ After USS John Mccain Collision Accident
      http://www.newsweek.com/china-us-arrogant-john-mccain-653395

      A Chinese state-run newspaper claimed Monday that the most recent collision of a U.S. Navy destroyer with a merchant ship was an example of the U.S.’s “arrogance” in conducting patrols in and around the South China Sea.

      The nationalist Global Times ran an editorial Monday shortly after the USS John S. McCain was hit by an oil tanker east of Singapore in the Strait of Malacca and 10 sailors were reported missing.

      While stating the collision was an example of the U.S. military’s decline and that Chinese society’s “applause” was tantamount to the nation’s feelings toward the U.S. encroaching on its territory, the opinion piece also claimed that the U.S. is not trying to avoid such collisions.

      U.S. warships are constantly involved in accidents around the South China Sea,” the op-ed, which is often considered direct thoughts from the Chinese government, read. “On the one hand, the U.S. Navy has behaved arrogantly in the Asia-Pacific region. It lacks respect for huge merchant ships and fails to take evasive action in time, thus resulting in serious accidents.

      On n’est pas loin de la blague du phare…
      Blague qu’évoque le deuxième commentateur de l’article du Monde sur le sujet.
      https://seenthis.net/messages/623860

    • CNN sur la même – et évidente – question, mais beaucoup plus terre à terre : quand il y a série, c’est qu’il y a problème de fond…

      Why are so many Navy ships crashing ? - CNNPolitics
      http://edition.cnn.com/2017/08/21/politics/navy-ships-crashing-readiness/index.html

      The US Navy is facing difficult questions about the health of its fleet in the aftermath of the USS John S. McCain’s collision with an oil tanker east of Singapore on Monday, the latest in a series of naval accidents in the Pacific.

      Chief of Naval Operations Adm. John Richardson ordered a rare, one-day operational pause in response to the latest collision. And while the cause of the USS McCain crash is still to be determined, the spate of accidents — four since January — suggests there could be a more systemic issue.
      Lawmakers and defense analysts are warning that the Navy’s readiness problems — which have led to longer deployments for ships and less time and money for maintenance and training — could be playing a role in the uptick in crashes.
      In addition to the Navy’s stand-down, the Marine Corps grounded all of its aircraft for 24 hours earlier this month on the heels of two deadly crashes “to focus on the fundamentals of safe flight operations, standardization, and combat readiness.

      House Armed Services Committee Chairman Mac Thornberry, R-Texas, said it was unprecedented that “two military services have now had to take a knee to review safety and training procedures.
      […]
      Former Virginia Republican Rep. Randy Forbes, who is now a fellow at the Naval War College, said the concern over the recent incidents goes beyond just determining why the collisions occurred, but points to a broader issue if the Navy had to ramp up in a significant conflict.

      When our ships are having this much difficulty sailing in open waters, it gives us a lot of concern about what would happen if we were in a major conflict and how we would operate there,” Forbes said. “The Navy is in desperate need of additional resources so that they can do the kind of training they need, they can do the kind of ship maintenance they need.
      […]
      Thomas Callender, a defense analyst at the Heritage Foundation and former Navy submarine officer, noted that the destroyer collisions occurred in low-light times of day and highly trafficked areas.

      Those are some of the most difficult times, sunset and sunrise, of trying to determine what your contact picture is, what you’re really seeing with this,” Callender said.
      Forbes said traffic congestion would likely be a commonality, too.

      It’s like when you have accidents on roads: Normally it’s going to be where more vehicles are,” he said. “It still doesn’t justify it — we’ve got to operate in those waters.
      But the fact that all four Navy collisions this year occurred in the Pacific could also point to issues with training that are specific to the region, Hendrix said.
      The fact this is so regional ... it strikes me there’s a degradation in training standards and operational procedures,” he said.

    • Déclaration, ce soir à Singapour, de l’amiral Scott Swift, commandant de la Flotte du Pacifique (3è et 7è flotte)
      https://www.youtube.com/watch?v=f4YIXBf03eo


      pas d’info particulière dans la déclaration liminaire (tout bien, tout corporate)

      • toute première question (7:00) (on ne les entend pas bien, mais les réponses permettent de les reconstituer) : cyberattaque ?
      – j’ai entendu cette hypothèse, mais on n’a rien vu qui puisse laisser penser à quelque chose de cette nature, mais nous (il cite le CNO) n’écartons aucune hypothèse

      • des modifications dans la chaîne de commandement
      – c’est trop tôt pour conclure quoi que ce soit, laisser se dérouler l’enquête

      • la flotte n’est-elle pas épuisée ? y a-t-il eu des négligences ?
      – ce n’est pas ce que j’ai vu ce matin lors de ma visite du navire, les équipages sont déterminés et opérationnels, ils ont bien bossé pour le damage control

      • découverte de corps ?
      – la marine malaisienne a récupéré un corps (en mer, donc) et va nous le restituer ; les plongeurs ont trouvé des corps, nous sommes en train de les identifier

    • U.S. Navy to relieve admiral of command after collisions: WSJ
      https://www.reuters.com/article/us-usa-navy-crash-admiral-idUSKCN1B3034

      The U.S. Navy plans to remove from duty the commander of the fleet that has suffered four recent collisions in Asia and the deaths of a number of sailors, the _Wall Street Journal _reported on Tuesday, citing U.S. officials.

      Vice Admiral Joseph Aucoin, the three-star commander of the U.S. Seventh Fleet based in Yokosuka, Japan, will be relieved of command on Wednesday in connection with four collisions since January, including two involving fatalities, two U.S. officials said, according to the Journal. It said Navy officials declined to comment.

    • La Chine remet une couche…

      After U.S. destroyer collision, Chinese paper says U.S. navy a hazard
      https://www.reuters.com/article/us-usa-navy-crash-china-idUSKCN1B20O2

      The state-run China Daily said in an editorial on Tuesday that people will wonder why such a sophisticated navy keeps having these problems.

      The investigations into the latest collision will take time to reach their conclusions, but there is no denying the fact that the increased activities by U.S. warships in Asia-Pacific since Washington initiated its rebalancing to the region are making them a growing risk to commercial shipping,” it said.

      China has been upset at U.S. freedom of navigation operations near Chinese controlled islands in the disputed South China Sea, where China has been reclaiming land, building air bases and increasing its military presence.

      While the U.S. Navy is becoming a dangerous obstacle in Asian waters, China has been making joint efforts with the members of the Association of Southeast Asian Nations to draw up a Code of Conduct for the South China Sea and it has boosted navigational safety by constructing five lighthouses on its islands,” the China Daily said.

      Anyone should be able to tell who is to blame for militarizing the waters and posing a threat to navigation.

    • Ah, quand même, on se décide enfin à demander leur avis à des experts en autre chose que les cyberattaques !

      US Navy 7th Fleet commander dismissed, Navy says - CNNPolitics
      http://edition.cnn.com/2017/08/22/politics/uss-mccain-7th-fleet-commander-dismissal/index.html

      Carl Schuster, a Hawaii Pacific University professor and former director of operations at the US Pacific Command’s Joint Intelligence Center, said that he thought it was unlikely that the ship would have been hacked.

      Navigating a ship in a shipping channel is a manual operation. It comes down to watch attention and awareness. It’s a training procedure issue and a watch qualification issue,” he said.

      He added that even if the steering had been compromised it would be possible for the McCain to outrun the tanker, and that some degree of directionality would be possible by changing the speed of the port and starboard propellers.

      The “traffic situation” in the shipping channel at that time should be the focus of investigation, Ridzwan Rahmat, a senior defense and security analyst at Jane’s suggests.

      The signs were that the merchant ship was in compliance and the damage on the USS John S. McCain suggests that it wasn’t in compliance” of traffic rules at the time, he said.

    • Si vous ne l’avez pas déjà lu, peut-être faites un petit détour sur le fil concernant le Fitzgerald, l’article de gCaptain, Red over red, concernant le rapport préliminaire sur l’abordage d’il y a deux mois est à lire absolument.
      https://seenthis.net/messages/607667#message624112

      Je reprends ici mon commentaire qui concernait plutôt les événements du McCain (je finis par m’y perdre…)
      https://seenthis.net/messages/607667#message624116

      Sur l’incompétence des commentateurs, je remarque qu’aucun n’a fait la remarque que le navire de guerre coupe la route d’un bâtiment de commerce dans un rail…

      L’hypothèse d’une cyberattaque relève du délire. Mais peut-être que les hackers russes ou chinois dont déjà capables aujourd’hui de liquéfier les cervelles d’une équipe de quart en passerelle, après tout de quoi ne sont-ils pas capables ?

      Si le GPS est tombé en rade ou a été piraté, on dispose d’autres moyens de navigation, mille sabords, notamment en vue de terre. Bon sang, l’abordage a eu lieu à 5 miles du principal phare de la région et à 10 miles de la côte ! Si la passerelle a besoin du GPS pour naviguer, il y a lieu de s’interroger sur les compétences requises pour être officier de quart dans l’US Navy.

      Mais, de fait, on en est bien là : couper la route d’un navire dans le rail (je sais je me répète, mais ça ne passe pas !…)

      d’où mon soulagement (enfin, presque…) dans le commentaire précédant immédiatement celui-ci…

    • Search for Missing U.S. Sailors Slowed by Extensive Damage to Vessel - The New York Times
      https://www.nytimes.com/2017/08/24/world/asia/mccain-collision-destroyer-united-states-navy.html

      In the McCain case, the search is taking longer because the damage to the vessel appears to be more extensive. According to one Navy official, who spoke on the condition of anonymity because investigations were underway, the Alnic appears to have hit the McCain nearly head-on, whereas the Fitzgerald suffered more of a glancing blow.

      C’est en effet compatible avec l’enregistrement de la trajectoire de l’Alnic MC (j’ai complété mon commentaire de la vidéo des relevés AIS https://seenthis.net/messages/623510#message623551 )

      Par ailleurs, le corps repêché par la marine malaisienne n’avait pas de lien avec l’abordage.

      A Malaysian Navy vessel found a body at sea on Tuesday, but it turned out to be the decomposed corpse of an elderly man and was unrelated to the collision, the United States Navy said.

    • China suspected after crashes of USS John S McCain and USS Fitzgerald | World | The Times & The Sunday Times
      https://www.thetimes.co.uk/article/0988b8f8-88fa-11e7-a8f3-117a3aea90d9

      The collision on Monday between a Liberian tanker and a US warship, the latest in a series of incidents in Asia, has provoked questions about possible Chinese involvement.

      A former Royal Navy officer said that the movements of the Guang Zhou Wan, a Chinese commercial vessel, could be significant in explaining the fatal crash off Singapore that left at least one sailor dead. A further nine are missing.

      Tracking data indicates that the tanker that collided with U_SS John S McCain_ was followed by the Chinese vessel, which appeared to steer out of the way before the incident.

      “You get the impression that fleet forces command are going to be looking at wider potential problems — hacking, crew training, how they are navigating, validating of ship-watch…

    • With the USS McCain collision, even Navy tech can’t overcome human shortcomings | Ars Technica
      https://arstechnica.com/gadgets/2017/08/with-the-uss-mccain-collision-even-navy-tech-cant-overcome-human-shortc

      Initial reports from the organization suggest that a “steering casualty”—a loss of control over steering from the bridge—contributed to the McCain’s fatal collision. That, and the nature of the ship’s steering and navigation system, has led to speculation that the McCain was “hacked” and that perhaps some sort of malicious electronic attack was also involved in the Fitzgerald’s collision.

      But so far, available evidence suggests something much less sinister—though potentially more threatening to the overall readiness of the service. There was no hacking, no GPS spoofing or jamming, nor any other deliberate enemy electronic attack on the Navy ships involved in this year’s accidents. Instead, much more human factors were at work—and some of them are endemic to the Navy’s current management culture and operational readiness.
      […]
      Watch standers aboard modern warships may have more technology to help them, but they still face a daunting task when they enter high-traffic areas as treacherous as the Strait of Gibraltar—or the Strait of Malacca, the approaches to the Bosporus and Dardanelles, and the approaches to Tokyo Bay. In each, hundreds of other vessels may be visible to the naked eye or on the radar scope. The resulting sea of data points can overwhelm even an experienced bridge crew regardless of how good their technology is.

      Long article, où je finis par perdre le fil de ce qu’il cherche à dire…

    • U.S. Navy Provides Details of Surface Fleet Review In Wake of ’Disturbing Trend’ of Accidents – gCaptain
      http://gcaptain.com/u-s-navy-provides-details-surface-fleet-review-wake-disturbing-trend-accid

      The U.S. Navy has provided details of a comprehensive review of the Navy’s global surface fleet operations after the destroyers USS Fitzgerald and John S. McCain were both involved in major collisions with commercial vessels just two months apart.

      http://navylive.dodlive.mil/files/2017/08/MEMO-FOR-USFF_COMPREHENSIVE-REVIEW-OF-RECENT-SURFACE-FLEET-INCIDEN

      2. You are directed to lead a Comprehensive Review of surface fleet operations and incidents at sea that have occurred over the past decade with emphasis on SEVENTH Fleet operational employment to inform improvements Navy-wide. This review should address the follow areas:

      a. Individual training and professional development, to include seamanship, navigation, voyage planning, leadership development, officer and enlisted tactical training in formal schools and on the job;

      b. Unit level training and operational performance, to including manning, personnel management, watchbill management, bridge (and CIC) team resource management, contact management, contact avoidance, leadership oversight and risk assessment/mitigation at all levels of the chain of command;

      c. Development and certification of deployed operational and mission standards (Force Generation) with particular emphasis on Forward Deployed Naval Force (FDNF), to include validation of required certification standards, gaps between required standards and actual employment practices, effectiveness of leadership and oversight at all levels of administrative and operational chains of command, maintaining and enforcing standards throughout FDNF assignment including self-assessment practices, external inspection reinforcement, remedial action mitigation plans;

      d. Deployed Operational Employment and Risk Management (Force Employment), to include Combatant Commander mission requirements, theater security cooperation requirements, maintenance impacts, other competing priorities (fleet experimentation, concept development), and their corresponding impact to operational tempo (OPTEMPO) and fundamental mariner and seamanship proficiency;

      e. Material Readiness of electronic systems to include navigation equipment (e.g. AIS, radars, ECDIS, VMS, WSNs), propulsion machinery to include steering systems, combat system modernization, and material availability;

      f. Practical Utility of current navigation equipment and combat systems including sensors, tracking systems, displays, and internal communications networks to evaluate their effectiveness at integrating tactical data and providing situational awareness to our people.

    • Fatigue and Training Gaps Spell Disaster at Sea, Sailors Warn - The New York Times
      https://www.nytimes.com/2017/08/27/world/asia/fatigue-and-training-gaps-spell-disaster-at-sea-sailors-warn.html

      The bridge of each Navy destroyer is controlled by a round-the-clock shift of young officers, who must pass written and oral exams to qualify for the positions. Still, they typically are under 25 and may have little shipboard experience. Junior officers also move on to other assignments after limited tours.

      Are we shortchanging their basic training, especially as we rotate our junior officers every 18 to 24 months?” asked Admiral Crowder.

      Training for junior ship officers has changed significantly in recent years. In 2003, the Navy dropped what had been an intensive six-month training course on navigation, basic seamanship, engineering and maintenance before new officers were assigned to their first ship.

      Instead, the new officers were sent directly to a ship where they were supposed to learn on the job. Some said they got practical training on deployments, and noted that the Seventh Fleet had a reputation as being the most experienced in the Navy. But, many commanders said, crews were too busy to provide that kind of instruction.

      By last year, the Navy had largely reversed course, sandwiching a junior officer’s first sea tour between 14 weeks of classroom work.
      […]
      Most ships use a traditional “five and dime” watch rotation, in which sailors serve five hours of watch, then have 10 hours off, he said. But during those 10 hours, sailors often have daytime duties.

      The rotation can lead to a watch officer pulling a 20-hour day every three days, Mr. Cordle said, adding that even designated sleep time can be interrupted by drills or refueling operations that can keep sailors up for days at a time. A recent Government Accountability Office report said sailors were on duty up to 108 hours each week.

      I averaged 3 hours of sleep a night,” someone described as a Japan-based Navy officer wrote on Reddit last week. “I have personally gone without sleep for so long that I have seen and heard things that weren’t there. I’ve witnessed accidents that could have been avoided because the person was so tired they had no right to be operating heavy machinery.

      Navy tests of sailors on the five-and-dime schedule found lack of sleep led to blunted decision-making and reflexes that were roughly the same as those of sailors who had downed several beers.

      The Naval Postgraduate School has developed a shorter watch schedule to match circadian rhythms, which uses three hours of watch duty and nine hours off. Recognizing the benefits, submarines were ordered to move to a similar schedule in 2015.

      Mr. Cordle said adopting the schedule could result in greater safety. But the Navy has left scheduling up to individual captains, and three quarters of ships still use the five and dime.

    • Ship Collisions : Address the Underlying Causes, Including Culture | U.S. Naval Institute
      https://www.usni.org/magazines/proceedings/2017-08/ship-collisions-address-underlying-causes-including-culture

      Un think tank naval, grosse institution privée (estd 1873…), entre dans la danse (après plusieurs autres dont gCaptain). Dans le collimateur :
      • l’organisation des tours de quart
      • la non-spécialisation des officiers entre pont et machine
      • la (non-)formation au quart
      (j’ai lu sur un blog que, sur les navires modernes de la Navy (classe Ticonderoga !), il n’y aurait plus de table à carte en passerelle (support traditionnel du point à la main) mais uniquement de l’électronique…, à confirmer)

      In the wake of the USS Fitzgerald (DDG-62) and USS John S. McCain (DDG-56) collisions, the Navy is conducting investigations, relieving commanding officers, conducting safety stand downs (operational pauses), and retraining. This is a similar response to past mishaps, but this time the Navy must include true root cause analysis . Analysis after mishaps invariably uncovers human error and training deficiencies as causal factors. Some people get fired and others retrained. The Navy has begun to dig deeper with the CNO’s mandate for a fleet-wide investigation last week. I predict some of the findings of root causes will include the Navy’s approach to training and career development, surface warfare officer (SWO) culture, and high operational tempo (OpTempo) driving mission over people. 

      When a junior officer (JO) reports to a warship, he or she immediately has three jobs: standing watch under instruction, running a division, and earning qualifications (first as an officer of the deck and then as a SWO). Once qualified to be a watchstander, a JO is on the watch bill and expected to train the next batch of JOs. Depending on the number of qualified watchstanders on board, the watch rotation varies: “port and starboard” (6 hours on watch and 6 hours off); “five and dime” (5 hours on and 10 hours off watch, rotating); three or four section “chow to chow” rotating (based around mealtimes); “3 on/9 off” or “4 on/8 off” with two watches per day that do not change for a given underway. The “off” time is when a JO can accomplish day work, run the division, and work on qualifications—along with a little sleep and maybe squeeze in a run on the treadmill.
      […]
      The U.S. Navy appears to be the only maritime organization in the world that does not have dedicated watchstanders and separate dedicated professional tracks for deck and engineering.
      […]
      Another root cause likely will be the alertness level of those watchstanders. Watch rotations vary greatly in the fleet, partly because of the variability in the number of qualified watchstanders and partly because of SWO culture. Many COs will direct the watches be run the way he or she experienced as a JO. The vast majority of Navy ships still use rotating watches, which is completely against human circadian rhythms. With rotating watches, everyone sleeps when they are off watch because they are in a constant state of exhaustion. Myriad sleep deprivation studies have proven that lack of sleep is cumulative. You can’t “catch up” on sleep, and decision-making is impaired just like being under the influence of alcohol or drugs. Yet the Navy has not addressed watch rotations to maximize crew rest. Instead, it perpetuates a culture where lack of sleep is a rite of passage, and the main risk assessment tool does not account for crew rest.

    • Singapore-led safety investigation underway into USS John S McCain collision - Channel NewsAsia
      http://www.channelnewsasia.com/news/singapore/singapore-led-safety-investigation-underway-into-uss-john-s-9174198

      The Singapore Transport Safety Investigation Bureau (TSIB) launched a marine safety investigation following the collision of the USS John S McCain and Liberian-flagged oil tanker Alnic MC on Aug 21. 

      A TSIB spokesperson said on Thursday (Aug 31) that the investigation was launched immediately after the collision, and the probe was being conducted in accordance with the International Maritime Organization’s Casualty Investigation Code in Singapore’s capacity as a coastal state.

      The US Coast Guard, on behalf of the US National Transportation Safety Board, and the Liberian Maritime Administration are participating in Singapore’s safety investigation as Substantially Interested States,” the spokesperson said. 

      To date, investigators have interviewed the crew members of the Alnic, while TSIB has been coordinating with the US Coast Guard to gather relevant information on the US guided-missile destroyer, including statements of account from its crew. 

      TISB has also obtained shipboard data from the Alnic and other ships in the vicinity at the time of the collision to support the Singapore-led safety investigation, the spokesperson said.

      Si on lit entre les lignes, il semblerait que le TSIB rende public l’ouverture de leur enquête (avec 10 jours de retard) pour faire pression sur la Navy qui, à son habitude, ne semble pas particulièrement coopérative…

      Clairement, il n’est pas prévu qu’ils aient accès directement aux témoignages des marins du McCain

    • U.S. Navy to Haul Damaged Destroyer John S. McCain to Japan for Damage Assessment – gCaptain
      http://gcaptain.com/u-s-navy-to-haul-damaged-destroyer-john-s-mccain-to-japan-for-damage-asses

      The U.S. Navy is planning to haul the damaged guided missile destroyer USS John S. McCain to its ship repair facility in Yokosuka, Japan where damage assessments will continue to take place.

      The Navy said Tuesday it intends to issue a task order on an existing contract, for the salvage patching and transport via heavy lift of USS John S McCain (DDG 56) from Changi Naval Base in Singapore to the U.S. Navy’s Ship Repair Facility-Japan Regional Maintenance Center in Yokosuka, Japan. The Navy did not specify which existing contract it was referring to.

    • Une hypothèse circule depuis quelques jours : l’USS John S McCain aurait été en train de doubler l’Alnic NC, suffisamment près (ie beaucoup trop près…) pour que, vers la fin du dépassement, la perturbation hydrodynamique due à la vague d’étrave de l’Alnic vienne perturber le safran du McCain, provoquant une embardée à gauche, voire mettant en panne l’appareil à gouverner.
      http://forum.gcaptain.com/t/uss-j-mccain-alnic-mc-collision-near-singapore/45819/327

    • Un peu de ménage…
      Pour l’instant, l’état-major du destroyer n’a pas été touché.

      Admiral, Captain Removed in Ongoing Investigations into USS John S. McCain, USS Fitzgerald Collisions
      https://news.usni.org/2017/09/18/admiral-captain-removed-part-investigation-uss-john-s-mccain-uss-fitzgera

      The commander of the Navy’s largest operational battle force and his subordinate in charge of the attached destroyer squadron have been removed from their positions as a result of ongoing investigations into a string of incidents this year that resulted in the death of 17 sailors and hundreds of millions of dollars in damages, USNI News has learned.

      U.S. 7th Fleet Commander Vice Adm. Philip Sawyer removed Rear Adm. Charles Williams, commander of Combined Task Force 70, and Capt. Jeffery Bennett, commodore of Destroyer Squadron 15, from their positions on Monday (Tuesday local time) due to a loss of confidence in their ability to command, two Navy officials told USNI News and later confirmed by a statement from the service.

    • Les réparations auront lieu « localement », à Yokosuka. Localement, parce qu’il faut encore acheminer l’USS John S McCain de Singapour à Yokosuka (transfert prévu dans le courant de ce mois). Contrairement à l’USS Fitzgerald qui lui était à Yokosuka et va être acheminé à Pascagoula dans le Mississippi (probablement en décembre).

      USS John S. McCain to Be Repaired in Japan – gCaptain
      http://gcaptain.com/uss-john-s-mccain-to-be-repaired-in-japan

      The U.S. Navy will repair the guided-missile destroyer USS John S. McCain (DDG 56) at the U.S. Naval Ship Repair Facility-Japan Regional Maintenance Center in Yokosuka, Japan.

      Repairs will begin upon arrival from Singapore aboard a heavy lift vessel in October, the Navy said.

      Accessoirement, on profitera de l’immobilisation pour faire un peu de remise à niveau :

      In addition to supporting repairs, the McCain’s crew will focus on training, readiness, and certifications to prepare the ship for its return to the Seventh Fleet, according to the Navy.
      […]
      On Thursday, the USS John S. McCain departed Changi Naval Base to meet the heavy lift transport vessel MV Treasure, which will transport it to Fleet Activities Yokosuka for repairs.

    • U.S. Navy says deadly McCain collision was #preventable, relieves ship commander
      https://www.reuters.com/article/us-usa-navy-asia/u-s-navy-says-deadly-mccain-collision-was-preventable-relieves-ship-command

      The commanding officer exercised poor judgment, and the executive officer exercised poor leadership of the ship’s training program,” the USS Seventh Fleet said in a statement released in Japan on Wednesday.
      […]
      The McCain’s captain, Commander A. Sanchez, and his executive officer, Commander J. Sanchez, were reassigned to other duties in Japan, where the Seventh Fleet is headquartered, the Navy said.

      On attend le rapport préliminaire d’enquête…

  • Haunted by Student Debt Past Age 50
    https://www.nytimes.com/2017/02/13/opinion/haunted-by-student-debt-past-age-50.html

    Americans age 60 and older are the fastest-growing age group of student loan debtors. Older debtors, many of whom live hand-to-mouth on fixed incomes, are more likely to default. When that occurs with federal loans, as happens with nearly 40 percent of such borrowers who are 65 and over, the government can seize a portion of their Social Security payments — even if it pushes them into poverty. About 20,000 Americans over the age of 50 in 2015 had their Social Security checks cut below the poverty line because of student loans, with poverty-level benefits falling even further for 50,000 others, according to a recent report by the Government Accountability Office.

    A report issued last month by the Consumer Financial Protection Bureau shows that the number of Americans aged 60 and older with student loan debt has grown fourfold over the last decade, to 2.8 million in 2015 from about 700,000 in 2005. The average amount owed by these borrowers has nearly doubled, to $23,500.

    Some older borrowers are carrying their own education loans, but most fell into debt helping their children or grandchildren, either by borrowing directly or co-signing loans. As these borrowers age, they have increasing difficulty keeping up loan payments while also paying for food, housing, medication, and dental and medical care.

    #dettes #endettement #retraite #Etats-Unis #santé

  • Builders Escape Most Costs as Navy on the Hook for Warships - Bloomberg
    https://www.bloomberg.com/news/articles/2016-12-08/u-s-navy-on-hook-for-most-fixes-on-littoral-ships-gao-finds-iwgfkky6

    The U.S. Navy must pay “f_or the vast majority of defects_” on its troubled Littoral Combat Ship, not contractors Lockheed Martin Corp. and Austal Ltd., according to congressional investigators.

    The government has to foot the bill because the Navy didn’t require warranties that would force contractors to pay many of the costs, as the U.S. Coast Guard does, the Government Accountability Office said in a statement delivered at a congressional hearing Thursday.

    La marine états-unienne passe donc en toute impunité des contrats qui exonèrent le constructeur de toute responsabilité financière en cas de malfaçon…

    The contract with Austal to build the Coronado, the fourth vessel built, required that the Navy pay “all the costs to correct all defects,” the GAO said. In August, the Coronado suffered the failure of a part in its propulsion system while in transit from Hawaii to Singapore. A Navy review board identified “shaft misalignment” as a contributing factor that was part of “deficiencies in the ship construction process,” the Navy said last week in testimony before the Senate Armed Services Committee.

  • Le Pentagone utilise toujours des disquettes pour gérer son arsenal nucléaire
    http://www.latribune.fr/economie/international/le-pentagone-utilise-toujours-des-disquettes-pour-gerer-son-arsenal-nuclea


    (note : l’illustration de La Tribune représente des disquettes 3,5 pouces (1984) au lieu des 8 pouces (1967))

    Un rapport du GAO (l’équivalent de la Cour des Comptes) américain, a analysé les dépenses en informatique des différents ministères américains. La conclusion est surprenante car la plupart des systèmes informatiques sont archaïques et coûtent très chers à l’administration américaine.
    Au sein du ministère de la Défense américain, la disquette, lancée par IBM en 1967, ne semble pas avoir subi la concurrence des nouveaux modes de stockage comme le CD, la carte mémoire ou la clé USB. Un rapport publié le 25 mai par le Government Accountability Office (GAO), révèle que le ministère de la Défense des Etats-Unis utilise des technologies obsolètes comme les disquettes pour coordonner l’arsenal de missiles balistiques et les bombardiers nucléaires.

    L’ancêtre du CD continue d’être utilisé car les ordinateurs sur lesquels il est utilisé "fonctionnent toujours", rapportent les agences fédérales. L’outil est adapté au système informatique : des ordinateurs IBM Série 1 qui datent des années 1970.

  • Les Etats-Unis en sont encore aux disquettes pour gérer leur arsenal nucléaire

    http://www.lemonde.fr/big-browser/article/2016/05/26/les-etats-unis-en-sont-encore-aux-disquettes-pour-gerer-leur-arsenal-nucleai

    Pour coordonner leur arsenal de missiles balistiques situés un peu partout sur la planète et leurs bombardiers nucléaires, les Etats-Unis utilisent encore des ordinateurs datant du début des années 1970, un système obsolète qui fonctionne avec des disquettes de 8 pouces.

    Ces révélations un peu embarrassantes sont apparues dans un rapport du Government Accountability Office, l’équivalent de la Cour des comptes, qui faisait le bilan du parc informatique vieillot du gouvernement fédéral.

    Plusieurs départements et agences ne sont pas vraiment entrés dans le XXIe siècle, mais aucun comme le département de la défense, dont le Strategic Automated Command and Control System (SACCS), qui coordonne l’utilisation des armes nucléaires, tourne avec « un ordinateur IBM Series-1, qui utilise des disquettes de 8 pouces », un objet qui était déjà obsolète quand la disco était encore populaire.

    Le GAO appelle ça des « legacy systems », littéralement des systèmes hérités d’une autre époque que personne n’a jamais réussi à remplacer.

    Une porte-parole du Pentagone a expliqué la raison pour laquelle des ordinateurs préhistoriques sont toujours en utilisation dans les bâtiment fédéraux les plus sécurisés :
    « Le système est toujours opérationnel parce que, pour résumer, il fonctionne encore ».

    Elle a ajouté que pour « prendre en compte les inquiétudes sur le risque d’obsolescence [sic] les disquettes doivent être remplacées avec un système digital d’ici la fin 2017 ».

  • U.S. Special Ops Forces Deployed in 135 Nations - 2015 Proves to Be Record-Breaking Year for the Military’s Secret Military
    http://www.tomdispatch.com/post/176048/tomgram%3A_nick_turse%2C_a_secret_war_in_135_countries

    This year, U.S. Special Operations forces have already deployed to 135 nations, according to Ken McGraw, a spokesman for Special Operations Command (SOCOM). That’s roughly 70% of the countries on the planet. Every day, in fact, America’s most elite troops are carrying out missions in 80 to 90 nations, practicing night raids or sometimes conducting them for real, engaging in sniper training or sometimes actually gunning down enemies from afar. As part of a global engagement strategy of endless hush-hush operations conducted on every continent but Antarctica, they have now eclipsed the number and range of special ops missions undertaken at the height of the conflicts in Iraq and Afghanistan. 

    In the waning days of the Bush administration, Special Operations forces (SOF) were reportedly deployed in only about 60 nations around the world. By 2010, according to the Washington Post, that number had swelled to 75. Three years later, it had jumped to 134 nations, “slipping” to 133 last year, before reaching a new record of 135 this summer. This 80% increase over the last five years is indicative of SOCOM’s exponential expansion which first shifted into high gear following the 9/11 attacks.

    Special Operations Command’s funding, for example, has more than tripled from about $3 billion in 2001 to nearly $10 billion in 2014 “constant dollars,” according to the Government Accountability Office (GAO). And this doesn’t include funding from the various service branches, which SOCOM estimates at around another $8 billion annually, or other undisclosed sums that the GAO was unable to track. The average number of Special Operations forces deployed overseas has nearly tripled during these same years, while SOCOM more than doubled its personnel from about 33,000 in 2001 to nearly 70,000 now.

  • Des avions piratables par WiFi
    http://d4n3ws.polux-hosting.com/2015/04/19/des-avions-piratables-par-wifi

    Le GAO (Government Accountability Office) est l’organisme gouvernemental d’audit US, l’équivalent de la Cour des comptes chez nous.

    Il a rendu un rapport indiquant que les avions 787 Dreamliner (Boeing), A350 et A380 sont potentiellement vulnérables à un piratage via le réseau WiFi.

    Ces avions permettent en effet à leurs passagers de se connecter à Internet via un réseau WiFi déployé dans l’avion.
    Le système d’aviation / navigation des pilotes n’est protégé du réseau offert aux voyageurs que via un firewall ce qui n’est pas assez pour le GAO qui souhaite de vrais air-gaps entre les deux réseaux.

    Au delà du scénario possible du hacker kamikaze qui pirate le réseau des pilotes, le scénario du simple voyageur qui se retrouve le relais d’une attaque par la présence d’un malware sur sa machine est cité par le GAO.

    Porte blindée versus firewall.

    L’article de Wired : https://www.wired.com/2015/04/hackers-commandeer-new-planes-passenger-wi-fi

    #Airbus #Boeing #Firewall #Government_Accountability_Office #Sécurité_informatique #Vulnérabilité_(informatique) #Wi-Fi

  • De plus en plus de #seniors américains peinent à rembourser leurs #prêts #étudiants
    http://www.lesechos.fr/monde/etats-unis/0203773270885-de-plus-en-plus-de-seniors-americains-peinent-a-rembourser-le

    Difficile de rembourser une #éducation extrêmement coûteuse aux #Etats-Unis, y compris pour les #personnes_âgées, dont certaines n’ont toujours pas fini de payer leurs prêts étudiants et voient désormais leurs #retraites ponctionnées par l’#Etat qui veut récupérer son #argent.

    La dette étudiante des 65 ans et plus a atteint en 2013 aux Etats-Unis quelque 18,2 milliards de dollars, selon un nouveau rapport du Government Accountability Office (#GAO), l’équivalent de la Cour des comptes en France. Cette dette a rapidement grossi depuis 2005, où elle n’était encore pour cette tranche d’âge « que » de 2,8 milliards de dollars, souligne le GAO.

    La plupart de ces personnes âgées ont emprunté pour rembourser leur propre éducation, pas même celle de leurs enfants ou de leurs petits-enfants, et beaucoup peinent encore à rembourser leurs prêts. Ainsi, dans plus de la moitié des cas, les individus de plus de 75 ans font défaut sur le remboursement de leur prêt, c’est-à-dire qu’ils n’ont pas effectué de paiement depuis au moins 270 jours.

    « La #dette des personnes âgées américaines grandit et peut affecter la sécurité financière de leur retraite », souligne le GAO dans ce rapport. En effet, lorsqu’une personne âgée ne parvient pas à rembourser un prêt de l’Etat pour ses études, le gouvernement peut piocher dans sa retraite pour récupérer son argent.

  • Pathogen Mishaps Rise as Regulators Stay Clear - NYTimes.com
    http://www.nytimes.com/2014/07/20/science/pathogen-mishaps-rise-as-labs-proliferate-with-scant-regulation.html?smid=t

    Spurred by the #anthrax attacks in the United States in 2001, an increase in “high-level containment” labs set up to work with risky microbes has raised the number to about 1,500 from a little more than 400 in 2004, according to the Government Accountability Office.

    Yet there has never been a national plan for how many of them are needed, or how they should be built and operated. The more of these labs there are, the #G.A.O. warned Congress last week, the greater the chances of dangerous blunders or sabotage, especially in a field where oversight is “fragmented and largely self-policing.”

    Richard H. Ebright, a molecular biologist and laboratory director from Rutgers University, said he had “no confidence” in the safety of the many labs that have sprung up since 2001. He suggested there was a culture of complacency at some of them, as well as hubris among some researchers who believe they do not need oversight or management.

    The most recent revelations have underscored potentially serious lapses at the government’s premier institutions. In June, dozens of C.D.C. employees may have been exposed to live anthrax. In another case disclosed this month, a C.D.C. lab accidentally contaminated a relatively benign flu sample with a dangerous H5N1 bird flu strain that has killed 386 people since 2003 — and then shipped it to a lab at the Department of Agriculture. In yet another episode this month, vials of smallpox and other infectious agents were discovered in a government laboratory on the campus of the National Institutes of Health after being stored and apparently forgotten about 50 years ago.

    Six or seven government agencies were involved in the growth spurt of labs across the country focusing on dangerous pathogens, with no overall strategic plan, according to Nancy Kingsbury, the managing director of applied research and methods at the G.A.O., who testified last week before a House Energy and Commerce subcommittee.

    For years, the accountability office has warned that there was no one federal agency overseeing all the laboratories . In fact, it has said, the real number of high-level labs is not even known because the only ones required to register with the government are those handling “select agents” — microbes that can cause serious illness in people, animals or crops. Other high-level labs handle pathogens that may be dangerous but are not listed as select agents, the office said, adding that not much is known about them.

    Both Dr. Kingsbury and Dr. Ebright, who also testified before Congress last week, said there should be one independent national agency to oversee work with select agents. Dr. Ebright said that many of the labs should be shut down, and that no more than 25 to 50 were needed nationwide.

    Dr. Thomas Frieden, director of the C.D.C., has also said the number of high-level labs, dangerous pathogens and people with access to them should be reduced to “the absolute minimum necessary.” Testifying on Wednesday, he said the more such labs there were, the greater the risk of accidents.

    The recent mistakes at federal labs have opened the door to a much broader criticism of the risks posed by the expanding research into risky pathogens, especially the efforts to create dangerous strains of flu not currently circulating, or to manipulate already deadly flu viruses to make them more contagious.

    Researchers who conduct that work, sometimes labeled “gain of function” research, say its purpose is, in part, to help scientists recognize changes in natural viruses that may help predict which ones are becoming more deadly or more contagious. But it provoked a public outcry in 2011 because of fears that a lab accident might release the altered viruses and start a lethal pandemic.

    The studies were halted for about a year while governments and research organizations tried to develop safety rules, but the work has since resumed in several laboratories.

    Scientists who oppose the research issued a statement last week urging that the experiments be curtailed until their risks and benefits can be reconsidered.

    They expressed particular concern about the possibility of accidents involving newly created strains of highly transmissible, dangerous viruses, saying they could cause outbreaks that would be difficult or impossible to control. Once transmission of a new flu strain becomes established, the statement said, it can infect a quarter of the world’s population within two years.

    One of the signers, Marc Lipsitch, a professor of epidemiology and director of the Center for Communicable Disease Dynamics at the Harvard School of Public Health, said, “These experiments knowingly put large numbers of human lives at risk.”

    Then on Wednesday, the European Center for Disease Prevention and Control, funded by the European Union, also expressed concerns about the flu research, stating, “Recent incidents remind us that laboratory accidents and laboratory escapes can happen with dangerous pathogens, even if the highest security standards are applied.”

  • The U.S. Government Is Paying Through the Nose For Private Contractors
    http://www.newsweek.com/us-government-paying-through-nose-private-contractors-224370

    The budget (...) deal (...) does nothing to curtail wasteful spending on companies that are among the nation’s richest and most powerful – from Booz Allen Hamilton, the $6 billion-a-year management-consulting firm, to Boeing, the defense contractor boasting $82 billion in worldwide sales.

    In theory, these contractors are supposed to save taxpayer money, as efficient, bottom-line-oriented corporate behemoths. In reality, they end up costing twice as much as civil servants, according to research by Professor Paul C. Light of New York University and others has shown. Defense contractors like Boeing and Northrop Grumman cost almost three times as much.

    Essentially, the federal government operates two contracting systems, separate and unequal. One hires profit-making corporations, the other handles nonprofits.

    Washington lavishes taxpayers’ money on for-profits. Many smaller contracting firms making good money for doing relatively little work ring the nation’s capital and are commonly known as Beltway Bandits. Remarkably, some of these enterprises set themselves up with a Bermuda mailbox to escape paying the federal taxes – perhaps most notably Accenture, which runs the IRS website. (Accenture maintains that its structure was not designed to avoid taxes.)

    (...)

    (...) shoddy work doesn’t mean you will get fired from a government contract. Nor can that lackluster effort, like the disaster that is the Obamacare signup website, be blamed on inadequate pay to hire talent to set up a reliable website. Last year, contractors were allowed to charge the government as much as $763,029 per worker.

    Under the new budget deal, there was a small effort to reform this spendthrift system. The top contractor salary that can be charged to taxpayers is expected to fall to $487,000, a bit more than President Obama’s $400,000 salary.

    For-profit contractors charge not just for salaries, but also for management pay and perks – like corporate golf outings and executive retreats – as well as the cost of renting space or operating buildings the contractors own, plus any other overhead. In a congressional hearing in March Senator Claire McCaskill, D-Missouri, revealed that of the $31.5 billion in invoices contractors submitted to the U.S. Army, $16.6 billion was for overhead.

    The nonprofit contractors that get federal contracts are varied. They include soup kitchens and emergency shelter providers, some run by churches and others by secular institutions. They are forced to operate under much more stringent rules than those regulating the for-profit sector.

    A study by the investigative arm of Congress, the Government Accountability Office, found that many nonprofit contractors get between nothing and 3 percent of a contract to cover overhead, a sum the office said was woefully inadequate. Urban Institute studies show that overhead costs for nonprofit human services agencies typically run about 17 percent. “The government expects nonprofits to do work for less than the cost of doing the work,” said Rick Cohen, who negotiated nonprofit contracts with federal agencies and now writes about such issues for Nonprofit Quarterly.

    Cohen broke into laughter when asked about a nonprofit billing for overhead costs. “Unlike corporations, the feds don’t let you charge anything for indirect costs, certainly not anything close to reality,” he said. “Corporate contractors operate in whole different world from nonprofits,” which he said are treated with suspicion and are closely audited compared to corporate contractors.

    “The government also makes it a practice to be late paying nonprofits, which is why so many of them are in a constant cash crisis,” he said.

    When asked about a nonprofit seeking reimbursement for a salary in the hundreds of thousands of dollars, as for-profits routinely do, Cohen chuckled. “Out of the question,” he said. “Beyond imagining.”

    A host of studies going back more than 30 years has shown that nonprofit contractors, particularly human service agencies, cost far less than civil servants, and generally pay less and offer fewer benefits than government or corporations.

    But nonprofit contractors operate under tougher rules than for-profits. And Uncle Sam lays a heavier hand on them, and the poor, than on for-profit contractors. For example, math errors on tax forms can result in poor people being denied tax credits for two years. The government is much more lenient with corporate contractors caught cheating on their contracts or taxes. These firms can be debarred, bureaucratic-speak for being banned for misconduct. But the principals just organize a new business and quickly get new contracts. “Private contractors know how to play the system,” says Scott Amey, general counsel at the Project on Government Oversight, a watchdog that barks about the high cost of military contractors.

     Pentagon auditors identify contractors that fail to pay taxes or, in some cases, broke the law by not withholding taxes from worker paychecks. When they get caught, the Pentagon terminates the contracts, but does not disclose their names.

    About 27,000 Pentagon contractors, one in nine, evaded taxes and yet continued to get Defense Department contracts, according to a 2004 GAO study requested by then-senator Norm Coleman, a Minnesota Republican. The Pentagon says federal law prevents it from identifying any of the firms by name.

    It’s not as if this can’t be fixed. Congress could ban the owners and executives of any firm that does this from any government contracts for 10 years, the same penalty it applies to the working poor who cheat on the Earned Income Tax Credit. It could also make public the names of contractors, and their major owners, caught cheating on their taxes.

    Congress could also save taxpayers money – as much as $300 billion annually, according to Light’s research – by replacing corporate contract workers with civil servants, streamlining bureaucratic management and at the same time relying more on low-cost nonprofit contractors while paying them enough to be effective and efficient.

    But without popular demand to stop lavishing money on corporate contractors whose work does not measure up, the chances for real reform are about the same as the perennial political promise of more government for less money.

  • TSA Behavior Profiling Not Effective, GAO Report Finds - ABC News
    http://abcnews.go.com/blogs/politics/2013/11/tsa-behavior-profiling-not-effective-gao-report-finds

    Behavioral screening at airports across the county has wasted up to $1 billion since 2007 and cannot be proven effective, according to the Government Accountability Office.
    GAO released its report on the Transportation Security Administration’s Screening of Passengers by Observation Techniques program, also known as SPOT, where agents profile cagey looking people and engage them in conversation in an attempt to determine whether they are up to no good.
    The report found that the available evidence and data show that the program cannot be proven effective and that profiling is “probably no better than chance.”
    Last May, The Department of Homeland Security Inspector General released a report on SPOT that also found the program is tough to prove effective.

  • Here’s What Your $97 Million Drug War in Central America Actually Bought http://www.wired.com/dangerroom/2013/02/central-america-drug-war

    A partir d’un récent rapport de la « GAO » (Government Accountability Office).

    ... pour 97 millions de dollars, les États-Unis ont obtenu que les trafiquants de drogue changent leurs itinéraires et qu’un agresseur des droits humains se remplisse les poches. Ne vous sentez-vous pas plus en sécurité ?

    Par contre les marchands d’équipement militaire US se portent bien.

    Most of the drug war money is spent on equipment such as vehicles — like aircraft and patrol boats — night-vision goggles, body armor, radios and weapons, and X-ray equipment for scanning cargo containers.

  • Top #Secret! More Than 4.2M People Have Security Clearance - That’s almost double previous estimates
    http://www.newser.com/story/129129/more-than-42m-people-have-security-clearance.html

    A whopping 4.2 million people have access to classified government information, according to a new government report. That’s a far cry from the 2.4 million estimate the Government Accountability Office came up with just two years ago, and, the Washington Post points out, it’s just over a million shy of the total population of the greater #Washington, DC, area.