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  • Norwegian frigate collides with oil tanker off country’s coast, 8 injured (VIDEO) — RT World News
    https://www.rt.com/news/443399-tanker-frigate-incident-norway


    The Norwegian Navy frigate “KNM Helge Ingstad” after a collision with a tanker.
    ©NTB Scanpix- Marit Hommedal via REUTERS

    A Norwegian Navy frigate returning from a NATO exercise collided with an oil tanker off Norway’s coast. Eight people received light injuries in the incident while the warship started slowly sinking.
    The early morning collision, which involved the frigate KNM Helge Ingstad and the tanker Sola TS, happened off Norway’s western coast near an island chain on which the municipality of Øygarden is located.

    Unlike the warship, the tanker, which carries around 625,000 barrels of crude, was mostly undamaged in the incident and no signs of an oil spill were reported. The ship was still ordered to return to port for inspection.

    The frigate, which reportedly received a long tear in the hull’s starboard side, started to take on water and listed dangerously. A tank of helicopter fuel was damaged and leaked some of its content, local media say. The crew of 137 was ordered to abandon ship, which was moved closer to land to prevent it from capsizing.

    The incident also triggered the shut-down of several oil industry sites in the vicinity, including a North Sea crude export terminal, Norway’s largest gas processing plant and several offshore fields.

    • Pas d’infos précises,…

      Cette après-midi, la BBC sort des fuites sur les communications entre les deux navires avant la collision qui ont été enregistrées. Pas glorieux, semble-t-il pour la marine norvégienne. En tous cas, les dégâts sont impressionnants et l’échouage volontaire a très certainement évité un chavirage rapide que l’on voit se profiler sur la première vidéo, alors que le navire est déjà à la côte.

      Norway warship Helge Ingstad ’warned’ before collision - BBC News
      https://www.bbc.com/news/world-europe-46150048


      Chris Cavas — @CavasShips — 8 nov.
      Images of the damage caused to Norwegian frigate HELGE INGSTAD F313 from collision with tanker SOLA TS. Views are obviously before the ship partially sank. The below-water damage to the ship was more extensive than the photos can show.

      The tanker, which was heading northbound, contacted the frigate, heading southbound, to ask if they had a plan to safely pass them as they seemed to be on a collision course,” Kjetil Stormark, the editor of AldriMer.no told the BBC.
      Citing what he called key sources, he said: “The response was:We have everything under control.’”
      Lucky vessels
      The incident is undergoing investigation, both by the police and by the Accident Investigation Board Norway, officials told the BBC.
      Mr Stomark says that because the tanker was “slow, heavy and much larger”, it was the warship’s responsibility to move around it.

    • Version française, sans les informations sur les échanges radio.

      Frégate norvégienne : le point sur l’accident | Mer et Marine
      https://www.meretmarine.com/fr/content/fregate-norvegienne-le-point-sur-laccident


      Capture d’écran d’un direct de la télévision publique norvégienne
      © NRK

      C’est un accident spectaculaire qui risque bien de sceller le sort de la frégate norvégienne Helge Ingstad. À 3 heures 55 du matin, le pétrolier Sola TS a quitté le terminal pétrolier de Sture, près de Bergen, en direction du nord. Il était alors suivi du remorqueur Tenax. Huit minutes plus tard, le tanker entrait en collision avec le bâtiment de combat norvégien qui faisait route inverse. À 4 heures 50, la Marine norvégienne commençait l’évacuation des 137 membres d’équipage se trouvant à bord de la frégate, devenue incontrôlable.
       
      Heureusement, il n’y pas de victimes à déplorer pour les deux navires. Seuls huit marins de l’Helge Ingstad ont été légèrement blessés et c’est un miracle à la vue des images diffusées par les autorités. L’abordage a eu lieu sur tribord. Le pétrolier, probablement lourdement chargé de pétrole, a vu son écubier littéralement déchirer la coque de la frégate sur la moitié de sa longueur au niveau de la ligne de flottaison. Une importante voie d’eau n’a pas pu être maîtrisée. Sur les photos de la télévision publique norvégienne NRK1, on peut observer que le tanker a été très faiblement endommagé au niveau du bordé et de l’écubier tribord. Ce dernier est très proéminent sur ce bateau et est probablement renforcé pour soutenir son ancre et sa chaîne.

    • ça se confirme ; le centre de contrôle du trafic maritime avait également prévenu…

      Wrecked Norwegian Frigate Was Warned Prior to Collision
      https://www.maritime-executive.com/article/wrecked-norwegian-frigate-was-warned-prior-to-collision

      Prior to her collision with the Suezmax tanker Sola TS on Thursday, the Norwegian frigate KNM Helge Ingstad was repeatedly called over VHF, both by the approaching vessel and by the nearby Fedje VTS center, according to a new report. However, the bridge team on the frigate allegedly responded that they had the situation under control. The Ingstad and the Sola TS collided shortly thereafter. 

      Norwegian defense outlet Aldrimer first reported the radio exchange in an update Friday, citing “five sources” with independent knowledge of the accident.

      According to the report, the Sola TS spotted the Helge Ingstad visually shortly after departing the Sture petroleum terminal outside Bergen. The Ingstad was inbound, heading for the Haakonsvern Naval Base at Mathopen. The Sola’s bridge team called the Ingstad to determine her intentions. The Fedje VTS center also noted the situation and called the Ingstad repeatedly to warn that she was on a collision course. 

      Shortly after 0400 on Thursday, the two vessels collided. The impact tore a large hole in the Ingstad’s starboard side, spilling fuel, injuring eight crewmembers and rendering her unable to maneuver. Aldrimer’s sources reported that the Ingstad’s crew turned on her AIS transponder after the collision so that she could be easily located by rescuers, thereby corroborating the sudden appearance of her AIS signal on commercial tracking services shortly after the collision. 

      On Friday, Fedje Maritime Transport Center confirmed that it had played a role in a VHF exchange with the Ingstad. The Norwegian military declined requests for comment, citing an ongoing investigation.

    • Communiqué officiel de l’OTAN, le 8/11/18

      Allied Maritime Command - SNMG1 ship accident at sea
      https://mc.nato.int/media-centre/news/2018/snmg1-ship-accident-at-sea.aspx

      NORTHWOOD, United Kingdom (November 08, 2018) HNoMS Helge Ingstad was involved in a collision with the Maltese oil tanker Sola TS in Norwegian waters around 0400 this morning (8 Nov) while sailing inner Fjords for navigation training.

      Due to the damage to the frigate it was moved to a safe place and the crew was evacuated in a professional manner. There are no reports of damages or leaks from the oil tanker and no report of serious injuries, though eight crewmembers are being treated for minor injuries.

      The Norwegian Armed Forces are working with the Norwegian Coastal Authority to address the situation. The Norwegian frigate HNoMS Helge Ingstad is part of the Standing NATO Maritime Group One (SNMG1). The group was sailing in and around the Fjords, following their participation in exercise Trident Juncture 2018 which concluded on November 7th.
       
      The rest of SNMG1’s ships are positioned nearby at sea in the event that further assistance is required. The Norwegian Armed Forces Press Office has lead for further information, contact at +47 40 43 80 83, info@njhq.no.

    • Plan de situation, histoire de ne pas perdre la main ;-)
      https://drive.google.com/open?id=1t_JjDMYnt3uLCIBt3wotJxemMltL87uI

      On remarquera que le lieu de l’échouage est à un jet de caillou du terminal d’Equinor (ex-Statoil)

      source de la localisation de l’échouage :
      We Have Located The Precise Spot Where Norway’s Half Sunken Frigate Lies (Updated) - The Drive
      http://www.thedrive.com/the-war-zone/24795/we-have-located-the-precise-spot-where-norways-half-sunken-frigate-lies

    • Ça n’a pas trainé ! VesselTracker (l’autre site, celui que je n’utilise quasiment pas,…) a sorti l’animation basée sur les enregistrements AIS. La collision a lieu, sans doute, vers 0:18-0:19, le Helge Ingstad active son transpondeur AIS juste après. Le Vestbris manœuvre en catastrophe pour éviter le Solas TS

      https://www.youtube.com/watch?v=izbXbQ1Shmk

      EDIT : pour mémoire, les sources indiquent un délai de 8 minutes de temps réel entre l’appareillage du Solas et l’abordage.

    • À l’instant, l’intégralité des échanges en VHF entre Fedje, Sola et Helge Ingstad avec visualisation des positions de tous les bâtiments (y compris après la collision). En norvégien,…

      Le locuteur en norvégien du Sola TS, navire de l’armement grec Tsakos, sous pavillon maltais et dont l’équipage est certainement cosmopolite a de grandes chances d’être le pilote, basé justement au centre de contrôle du trafic de Fedje qui assure (de tous temps, dit WP) le service de pilotes pour le fjord de Bergen.

      VGTV - Hør samtalen mellom skipene

      https://www.vgtv.no/video/167055/hoer-samtalen-mellom-skipene

    • Les fuites quant aux échanges radio étaient fausses :
      – dès la prise de contact (laborieuse…) le pétrolier demande une manœuvre,
      – ce que la frégate annonce accepter, apparemment, sans qu’il se passe grand chose,
      – presque tout de suite après, le Solas TS réclame, fermement !, tourne ! sinon, c’est la collision.
      – le Helge Ingstad n’a jamais indiqué contrôler la situation. En fait, il ne dit rien… Après la collision, il dit qu’il essaye de contrôler la situation.

      Hør samtalen mellom skipene

      Fedje VTS, det er Sola TS,

      Sola TS, hør

      Ja, jeg hørte ikke navnet. Vet du hvilken båt som kommer mot oss her ?
      jeg har den litt på babord

      (10 secondes)

      Nei, det er en en… Jeg har ikke fått noen opplysninger on den.
      Den har ikke rapportert til meg.
      Jeg ser bare den dukker opp på skjermen her.
      Ingen opplysninger om den, nei, nei.
      Nei, okey.
      Nei (?)

      (43 secondes)

      Sola til VTS ?

      Ja

      Det er mulig det er « Helge Ingstad »
      Han kom inn nordfra en stund tilbake. Det er mulig det er han som kommer her.

      Helge Ingstad, hører du Sola TS ?

      Helge Ingstad

      Er det du som kommer her nå ?

      Ja det stemmer.
      Ta styrbord med en gang.
      Da går vi for nærme blokkene.

      Svinge styrbord, hvis det er du som kommer.
      Altså, du har…

      (7 secondes)

      Jeg har et par grader styrbord nå vi har passert eh…
      Passert eh…
      (?) styrbord

      Helge Hingstad, du må gjøre noe. Du begynner å nærme deg veldig.
      Helge Hingstad, drei !
      Det blir en kollisjon her da.
      (15 secondes)
      Det kan være en krigskip. Jeg traff den.

      Det er mottatt.

      (16 secondes)

      Det er tauebåten. Over.

      Ja, tauebåten er her, ja.

      Jeg tror vi bare må kalle ut de…
      De andre tauebåtene.
      Får se på skadene her.

      Heldigvis er det et sett med de da. Vi må jo se…

      (?)

      (25 secondes)

      Fedje VTS til Sola TS ?

      Sola TS hører.

      Har du kontakt med vår DD krigskip ?
      Ingen kontakt ?

      Hei, dette er Helge Ingstad.

      Hei, Helge Ingstad. Dette er VTS.
      Hører du meg ?

      Ja, så godt jeg klarer.
      (on entend l’alarme en fond…)
      Vi ligger da… like ved… nord for…
      Nord for Vetlefjorden.
      Har slått alarm. Prøver å få kontroll på situasjonen.

      Ja, er det du som har vært i kollisjonen der ved Sture ?

      Ja, det er korrekt.

      OK.
      Hvor mange personer har du ombord ?

      Vi har 134 personer ombord.

      OK.
      Gi meg status om situasjonen så snart som mulig, da.

      Ja, jeg skal gjøre det.

      Etter kollisjonen går Helge Ingstad inn mot land i rund 5 knop.

      Fedje VTS til Sola TS ?

      Sola TS svarer.

      Hvor mange personer har du ombord totalt ?

      (10 secondes)

      23

      Hvor mange passasjerer ?

      23

      23, ok, 2, 3

      Få en status av deg når du vet litt mer.

      Kan du gjenta ?

      Vi må få høre hvordan det går med deg etter hvert som du får litt mer oversikt.

      Det er ikke noe spesielt her.
      Vi går fram og sjekker på bauen, da. Så stoppet vi her.
      Forelopig så ser det bra ut, men vi må frem og se, vi vet jo ikke skadene der fremme.

      Ja, ok.

      Helge Ingstad til VTS ?
      (30 secondes)
      Helge Ingstad til VTS ?

      Ferje TS, KNM Helge Ingstad.

      Helge Ingstad til VTS ?

      Vi har en situasjon.
      Vi har gått på et ukjent objekt.
      Vi har ikke fremdrift.

      Helge Ingstad har ikke fremdrift ?

      De har vært i en kollisjon med Sola TS, forstår jeg.
      De driver inn mot land uten fremdrift.
      Har du gått på grunn ?

      Det er foreløpig litt løst fra min side, men vi trenger umiddelbar assistanse.

      Trenger umiddelbar assistanse.

      (?) rett fram.

      Vi skal se om vi kan få tak i en tauebåt.

      (?)

      Ajax, Ajax til VTS ?

      Trauebåten Ajax blir sendt fra terminalen med en gang.

      Ajax, Ajax, jeg gjentar.

      Ja Ferdje VTS til Ajax.

      (?) Helge Ingstad. Han ligger like nord for deres.
      Han ligger uten framdrift.

      (?)

      Helge Ingstad til VTS ?

      Helge Ingstad.

      Tauebåten Ajax fikk beskjed. Den er på vei.

      (?)

      Den (?) om mer enn tre minutter.

      Ajax, Ajax, KNM Ingstad K16.

      Ajax til VTS ?

      Helge Ingstad, Ajax.

      Ajax, KNM Helge Ingstad K16. Vi er på vei.

      Vi har ingen framdrift, vi går på noe anker.
      Vi trenger assistanse fra taeubåt.

      note (quelques à peu près de gg:translate) :
      • tauebåt, ce n’est pas « bateau-feu » mais remorqueur (tugboat)
      • framdrift / uten framdrift, ce n’est pas « progrès / sans progrès », mais propulsion / sans propulsion

    • Article de Defense News quelques heures après la diffusion des échanges. La présentation de ceux-ci souffrent toujours des à peu près des commentaires initiaux.

      Warnings and confusion preceded Norwegian frigate disaster : here’s what we know
      https://www.defensenews.com/naval/2018/11/11/warnings-and-confusion-preceded-norwegian-frigate-disaster-heres-what-w

      The Royal Norwegian Navy was dealt a devastating blow in the early morning hours of November 10 when one of its five capital Nansen-class frigates collided with a fully loaded oil tanker more than 10 times its size while returning NATO’s Trident Juncture exercise.

      The frigate Helge Ingstad lost steering and drifted at five knots onto the rocky shore near Norwegian port of Sture, north of Bergen, saving the ship from sinking in the Fjord, according to media reports. The crew of 137 was forced to abandon ship. Ingstad is now resting on its side on three points while crews move to secure it.

      The disaster has far-reaching consequences for the Norwegian Navy, which is facing the loss of one of its premier warfighting assets,

      This is a huge blow to the Norwegian navy,” said Sebastian Bruns, who heads the Center for Maritime Strategy and Security at the University of Kiel in northern Germany. The loss of the $400 million ship, which appeared likely, leaves the Norwegian Navy with a 20 percent cut to its most advanced class of ship, Burns said.

      The situation is made all the more painful as evidence mounts that Ingstad was repeatedly warned to alter course before the collision and failed to take corrective action to avoid the collision.

      Local media reported that the Maltese-flagged tanker Sola TS identified Ingstad and tried to avoid the disaster. The reports also revealed details that show that Ingstad did not have a firm grasp of the surface picture it was sailing into.

      The disaster developed quickly, with Ingstad transiting the channel inbound at 17 knots and Sola TS traveling outbound at 7 knots.

      Sola TS raised the Ingstad multiple times and was discussing the emerging danger with shore-based Central Station, according to the Norwegian paper Verdens Gang. The responses from Ingstad appear confused, at one point saying that if they altered the course it would take them too close to the shoals, which prompted Sola TS to respond that they had to do something or a collision would be unavoidable.

      Contributing to the confusion, the Ingstad appears to have been transiting with its Automatic Identification System switched off. That seems to have delayed recognition by central control and the other ships in the area that Ingstad was inbound and heading into danger, the account in VG seems to indicate.

    • Mon interprétation, au vu des échanges – et des dégâts provoqués par la collision (la capture de la visualisation de l’écran radar n’est pas vraiment lisible) : il semblerait que le Helge Ingstad après avoir accepté d’infléchir sa trajectoire vers la droite (à tribord) ait, en fait, viré vers sa gauche, d’où l’impact à tribord, au deux tiers de sa flottaison.

      On voit la déchirure provoquée par l’écubier, il n’est pas possible de savoir si le bulbe du pétrolier a entrainé des dégâts sous la flottaison. Sans doute, non puisque le Solas TS a pu reprendre sa route sans trop de problème et à vitesse normale.

      Sous le choc (17 noeuds entrant vs 7 noeuds sortant, presque 45 km/h de vitesse relative) le Helge Ingstad a pivoté sur sa droite est s’est retrouvé, désemparé, sans propulsion, ni gouvernail, à dériver vers la côte à 5 noeuds ; la manœuvre n’a pas du tout été délibérée, mais entièrement subie.

    • Il y a 3 jours, Le Figaro reprenait les éléments de langage de l’armée norvégienne, rien depuis. Quant au Monde, aucun signe de l’affaire ; la dernière mention de la frégate norvégienne est de janvier 2014, où elle opérait à Chypre dans le cadre du contrôle des livraisons d’armes chimiques en Syrie…

      Norvège : une frégate menace de couler après une collision
      http://www.lefigaro.fr/flash-actu/2018/11/08/97001-20181108FILWWW00059-norvege-7-blesses-legers-dans-une-collision-entre

      « La KNM Helge Ingstad a subi des dégâts au-dessus et en dessous de la ligne de flottaison. Les dégâts étaient tels que la frégate n’était plus stable et n’avait plus assez de capacité de flottaison », a déclaré Sigurd Smith, officier de la Marine norvégienne, lors d’une conférence de presse. « Il a par conséquent été décidé de l’échouer énergiquement sur le rivage », a-t-il expliqué. La Marine a refusé de se prononcer à ce stade sur les causes de la collision.

    • en Norvège, tout finit par des chansons,
      sur NRK, (vidéo sur FB, uniquement)
      https://www.facebook.com/NRK/videos/582039188932786

      Vi hadde en gang en båt,
      en feiende flott fregatt
      men plutsellig så gikk det galt en november-nat.

      å grøss og gru
      å grøss og gru
      Hva skjedde nu ?
      Jeg bare undres :
      Hva skjedde nu ?

      Fregatten Helge Ingstad så stolt og kry.
      Hal toppseil my boys, hit hoy,
      Kosta to milliarder da den var ny
      Hal toppseil my boys, hit hoy.

      Nå var hun på øvelse smekker og grå
      sonarer og radarer passet godt på
      men tankern med olje kom ut av det blå.
      Hal toppseil my boys, hit hoy,

      Hør skipsklokkens, klang
      noe galt er på gang
      men vi holder kursen som vi alt satt
      for dette er den norske marinen fregatt !
      Hal toppseil my boys, hit hoy,

    • Une version officieuse qui circule en défense de la marine norvégienne : le Sola TS n’était pas sur le rail du trafic sortant, il est plus à l’ouest. À quoi, il est répondu :
      • il venait d’appareiller, sa vitesse n’était que de 5 noeuds, alors que le flux sortant était à 10 noeuds,
      • pour appareiller, vu la situation, il a besoin de l’autorisation du centre de contrôle du trafic (Fedje VTS)

      … qui lui a, sans doute, été accordée (ce n’est pas dit). Et c’est là, que l’absence d’information AIS prend toute son importance. L’écho radar était visible, mais pas l’identification, ni la vitesse (17 noeuds, ce qui n’est pas rien dans un détroit (un fjord, en fait,…) Le centre de contrôle ne devait certainement pas suivre manuellement (à l’ancienne !…) l’écho radar, se reposant sur les informations visualisées.

      Sjøoffiser mener at tankskipet « Sola TS » hadde feil kurs før ulykken – NRK Norge – Oversikt over nyheter fra ulike deler av landet
      https://www.nrk.no/norge/sjooffiser-mener-at-tankskipet-_sola-ts_-hadde-feil-kurs-for-ulykken-1.14290245

      Hvorfor « Sola TS » ikke legger seg på samme linje som den andre trafikken, er ikke klart. Det er noe som besetningen om bord og losen sannsynligvis kan forklare.
      […]
      Den andre trafikken var skip som hadde større hastighet enn « Sola TS ». Ut fra AIS-data så er det klart at disse måtte vike dersom tankskipet hadde fortsatt mer mot øst før det tok svingen mot nord.

      […]

      – Tankskip som skal forlate en terminal kaller opp trafikksentralen med informasjon om at de er klar for avgang, og angir seilingsrute. Deretter blir det gitt seilingsklarering dersom det ikke er noe hinder for dette, skriver regiondirektør John Erik Hagen i Kystverket i en generell kommentar til NRK.

    • DN : Berging av fregatten « Helge Ingstad » kan koste opptil 300.000 kroner per dag - Forsvaret - Næringsliv - E24
      http://e24.no/naeringsliv/forsvaret/dn-berging-av-fregatten-helge-ingstad-kan-koste-opptil-300-000-kroner-per-dag/24490783

      Trondheim-selskapet Boa Management har fått oppdraget å løfte havarerte KNM «Helge Ingstad» på lekter og frakte båten til verft. Det melder Dagens Næringsliv.

      Skipsmeglere avisen har kontaktet anslår med noen forbehold at det kan koste 30.000-35.000 dollar per dag å leie inn taubåt og lekter som trengs for jobben. Altså mellom 250.000 og 300.000 kroner.

    • Le texte d’Aldrimer.no repris ci-dessus par la NRK.
      KNM Helge Ingstad fryktet å gå på grunn ‹ aldrimer.no
      https://www.aldrimer.no/knm-helge-ingstad-fryktet-a-ga-pa-grunn

      Il contient une vidéo d’animation des trajectoires AIS plus claire, avec un champ plus large.
      https://www.youtube.com/watch?v=f6I1twpZVIY

      elle permet de suivre, p. ex. la trajectoire de l’Ajax qui a aidé à l’appareillage du Sola TS et qui repart immédiatement, comme on l’entend dans la transcription VHF, à la demande de Fedje VTS, dès l’abordage. Son trajet permet, en creux de suivre celui du KNM Helge Ingstad, sur laquelle viennent s’agglutiner les remorqueurs. Malgré la localisation AIS, du navire de guerre de l’OTAN, F313 qui apparaît brusquement (à 0’09"), après la collision, derrière le Sola pour ne plus bouger ensuite, la MàJ de la position ne se faisant plus.

    • RIP KNM Helge Ingstad !


      A shipwrecked Norwegian navy frigate “KNM Helge Ingstad” is seen in this Norwegian Coastal Administration handout picture in Oygarden, Norway, November 13, 2018.
      Jakob Ostheim/Norwegian Coastal Administration/Handout vis REUTERS

      Norwegian frigate now nearly submerged after collision
      https://www.reuters.com/article/us-norway-accident/norwegian-frigate-now-nearly-submerged-after-collision-idUSKCN1NI10Z


      A shipwrecked Norwegian navy frigate “KNM Helge Ingstad” is seen in this Norwegian Coastal Administration handout picture in Oygarden, Norway, November 13, 2018.
      Jakob Ostheim/Norwegian Coastal Administration/Handout vis REUTERS

      A Norwegian navy frigate that collided with an oil tanker last week was almost completely submerged on Tuesday despite efforts to salvage the sinking vessel, pictures taken by the Norwegian Coastal Administration showed.

      The ship’s plight off the Norwegian coast is, however, not disrupting the nearby Sture crude oil export terminal. “We are in normal operations,” said a spokeswoman for the plant’s operator, Equinor.

      The Norwegian military has been working since Thursday to salvage the ship by tethering it with several cables to the shore. Some of these had broken.

      The ship sunk a meter further and, as a result, two wires broke. They were replaced with two stronger ones. We worked until midnight on this. After midnight, we realized it was not safe for our staff to carry on the work further,” said Haavard Mathiesen, the head of the salvage operation for the Norwegian Defence Materiel Agency.

      Around 0600 (0500 GMT), more wires broke and the ship sank further. It is now in deep water and stable,” he told a news conference.

      The ship was stranded off Norway’s west coast early last Thursday after it collided with the tanker that had left the Sture terminal. The facility was shut for several hours as a result.

      Eight Navy staff, out of a total crew of 137, were slightly injured in the incident.

    • L’édito de gCaptain.
      Pas de piste, pas d’hypothèse, un appel à la vigilance.

      Who Sunk The Battleship ? – gCaptain
      https://gcaptain.com/who-sunk-the-battleship

      Again. There was a collision at sea again.
      […]
      Take the time to read up on this seemingly textbook collision. Think about the other maritime incidents that have happened recently. Don’t think that these accidents only happen to other people – it only takes one misstep between a near miss and a catastrophe.

      Take away what you’ve observed from this – discuss it with your colleagues. Find ways to ever be improving. Awareness, procedures, re-design from lessons learned.

      Fair winds and following seas – if not that a strong hull and a cautious mariner.

      Note : la première partie de la dernière phrase est traditionnelle, la suite moins.
      https://www.ibiblio.org/hyperwar/NHC/fairwinds.htm

    • L’amiral commandant les forces navales états-uniennes en Europe était à bord de la frégate. C’est lui qui était le responsable de l’exercice OTAN Trident Juncture

      Amerikansk offiser om bord da « Helge Ingstad » kolliderte - Bergens Tidende
      https://www.bt.no/article/bt-VRJjWV.html

      TOPPADMIRAL: Sjefen for de amerikanske marinestyrkene i Europa, admiral James G. Foggo III, var om bord på KNM «Helge Ingstad» fire dager før ulykken. Etter ulykken har Havarikommisjonen sendt en henvendelse til Foggos styrke. De vil ikke si hvorfor.
      FOTO: MARIUS VÅGENES VILLANGER / FORSVARET

      Amerikansk offiser om bord da Helge Ingstad kolliderte
      En amerikansk marineoffiser var om bord på KNM Helge Ingstad da det smalt, bekrefter Forsvarsdepartementet. Offiserens rolle blir nå etterforsket.

      James G. Foggo III - Wikipedia
      https://en.wikipedia.org/wiki/James_G._Foggo_III

      James “Jamie” Gordon Foggo III (born September 2, 1959) is a United States Navy admiral who currently serves as commander of U.S. Naval Forces Europe while concurrently serving as the commander of U.S. Naval Forces Africa and commander of Allied Joint Force Command Naples.
      […]
      25 October to 7 November 2018, admiral Foggo is responsible for conducting the NATO exercise Trident Juncture.

    • De mauvais esprits font remarquer la très faible efficacité (!) des travaux entrepris tout de suite après l’échouage pour empêcher le naufrage de la frégate…

      La glissade au fond a englouti les composants à forte valeur qui étaient initialement récupérables (radar Aegis et système électronique hypersophistiqués, idem pour la propulsion par turbine)
      (on remarquera sur la photo ci-dessous qu’il en va à peu près de même pour le dispositif anti-pollution à en juger par les irisations de chaque côté des barrages flottants…)

      Lokale selskaper bak mislykket « Helge Ingstad »-sikring - VG
      https://www.vg.no/nyheter/innenriks/i/EoryO2/lokale-selskaper-bak-mislykket-helge-ingstad-sikring

      Ifølge Forsvaret ble den beste kompetansen i Norge hentet inn da bergingen av KNM « Helge Ingstad » ble satt i gang. Kritikere sier arbeidet fremstår uprofesjonelt. Nå står milliardfregatten under vann, og er i fare for å gli videre ut på dypet.

      Therese RidarMagnus NewthOda Leraan Skjetne
      Publisert:16.11.18 21:15

      Da KNM « Helge Ingstad » ble grunnstøtt etter kollisjonen forrige uke, ble fregatten sikret med ti stålvaiere festet til land. Sikringsjobben var ferdig lørdag morgen. Slik lå skipet fram til mandag kveld, da vaierne foran på skipet begynte å ryke. Tirsdag morgen hadde alle festepunktene foran på fartøyet røket, og « Helge Ingstad » sank nesten helt under vann.

      Den mislykkede sikringen av fregatten til en verdi av fire milliarder har fått hard kritikk i ettertid.

    • Voici donc mon #Thread concernant l’accident du #HelgeIngstad, cette frégate que la Norvège a perdu sans combattre il y a une semaine..

      François Narolles @FNarolles
      https://twitter.com/FNarolles/status/1063493033969287170

      signalé par @unagi, https://seenthis.net/messages/736408#message736413

      Mon analyse est très voisine, mais j’aurais tendance à augmenter la responsabilité du centre de contrôle du trafic.

      • la frégate va vite, très vite, trop vite : 17 noeuds, c’est pratiquement le double de la vitesse de l’ensemble des bateaux environnants, la vitesse de rapprochement est donc de 44 km/h, soit 11 m/s
      • son AIS est éteint, alors que le navire est en vue des côtes, dans un trafic dense, ça n’a pratiquement que des inconvénients (c’est une des conclusions des analyses des accidents des destroyers de la marine états-unienne l’année dernière). D’un autre côté, on comprend que l’état-major soit réticent à ce que tout le monde (y compris les méchants) puisse connaître en une connexion à MarineTraffic ou VesselFinder la position des navires de sa flotte, du moins ceux qui sont en eaux côtières

      • le centre de contrôle du trafic échoue totalement dans sa mission et commet une très lourde faute. Quand le pétrolier lui demande qui il a en face de lui, le VTS ne le sait pas d’emblée. C’est proprement ahurissant. Il est probable que cela vient du fait que le suivi des navires se fait uniquement sur la base de l’AIS ; position, cap et vitesse sont affichés automatiquement. Il n’y a probablement pas (ou alors pas au même endroit) de suivi manuel du navire sans AIS ; celui-ci mobilise une charge mentale intense, une grande concentration et génère un stress non négligeable (souvenirs précis de service militaire en Iroise,…)
      • d’après ce que j’ai lu, le VTS doit autoriser l’appareillage des navires du port pétrolier. Si c’est exact, alors il a donné un clear pour une situation qui ne l’était pas du tout et était hautement problématique. En demandant de retarder l’appareillage d’une demi-heure, ça laissait le temps à la frégate de défiler et de dégager le terrain

      • je ne vois pas trop ce que le Sola TS aurait pu faire d’autre, il est à 5 noeuds, en phase d’accélération pour atteindre les 10 noeuds qui lui permettront de s’injecter dans le rail sortant, ce qui fait qu’il est décalé vers l’ouest par rapport à ce rail, fermant une partie du passage pour le Helge Ingstad. Ses capacités de manoeuvre sont très limitées, c’est d’ailleurs pour ça qu’il a toujours un remorqueur au cul (le Tenax).
      • sans doute, lui aussi, pouvait (aurait pu…) maintenir une veille radar et suivre les échos, y compris sans AIS, – cf. supra – mais, il est possible que son radar ait été masqué par les structures du port et, donc, que la frégate n’ait pas été perçue au départ du quai (par ailleurs, elle était encore « loin ») et, surtout, c’est normalement le boulot du VTS.

      À mon sens, à partir du moment où le pétrolier a appareillé, la situation est plus que problématique et il aurait fallu un enchaînement exceptionnel pour éviter la catastrophe (perception ultra-rapide de la situation et de sa gravité, manoeuvre sans hésitation de la frégate dès la prise de contact radio).

    • Le rapport préliminaire d’enquête de la commission norvégienne d’enquête. On peut saluer la performance et la transparence : moins d’un mois après l’événement !

      Investigation of marine accident, collision outside the Sture Oil Terminal in Hjeltefjorden, Norway | aibn
      https://www.aibn.no/Marine/Investigations/18-968

      On the morning of Thursday 8 November 2018, the Accident Investigation Board Norway (AIBN) was informed of a collision between the frigate ’KNM Helge Ingstad’ and the Maltese registered tanker ’Sola TS’ in Hjeltefjorden, outside the Sture terminal in Øygarden Municipality in Hordaland County, Norway. The AIBN contacted the Defence Accident Investigation Board Norway (DAIBN) and it was decided to initiate a joint investigation into the accident, led by the AIBN. The AIBN then contacted the Marine Safety Investigation Unit of Malta (MSIU), which is also a participating party in the investigation; cf. Chapter 18 Section 474 of the Norwegian Maritime Code.

      29 November 2018 the AIBN publishes a preliminary report on the accident and two interim safety recommendations. This preliminary report is published to communicate the information obtained during the initial phase of the ongoing investigation. The purpose is to provide a brief update on how the investigation is progressing as well as a preliminary description of the sequence of events and disseminate safety-critical issues identified at this stage of the investigation. This preliminary report also identifies areas that need further investigation and describes lines of investigation that will be followed up.

      En lien, deux pdf
      • Preliminary report 29.11.201
      • Appendix : Interim safety recommendations 29.11.2018

    • De très utiles précisions :
      • le Sola TS avait laissé ses feux de ponts allumés le rendant difficile à distinguer des lumières du terminal pétrolier dont il s’éloignait doucement et ne permettant pas le repérage rapide de ses feux de navigation et donc la lecture de sa trajectoire
      • dans la version de la passerelle du KNM Helge Ingstad où venait de s’effectuer la passation de quart, cette masse lumineuse a été prise pour un obstacle fixe non identifié et c’est cette perception qui justifie l’absence de manoeuvre d’évitement vers la droite, justement pour éviter de percuter cet obstacle fixe

    • À noter surtout dans les recommandations préliminaires la mention d’un grave défaut de conception de ces frégates (et peut-être d’autres issues des chantiers espagnols Navantia.

      En effet, les dégâts provoqués par la collision ont noyé 3 compartiments étanches mettant en péril la stabilité du bâtiment mais lui permettant de se maintenir à flot, conclusion initiale à bord, conforme aux documents décrivant la stabilité du navire, ceux-ci mentionnant que l’envahissement d’un quatrième compartiment entrainait la perte du bâtiment.

      Or, l’eau s’est rapidement infiltré dans un quatrième compartiment en passant par les passages des arbres d’hélice, puis aux autres compartiments à travers les cloisons.

      To start with, flooding occurred in three watertight compartments on board KNM Helge Ingstad: the aft generator room, the orlob deck’s crew quarters and the stores room. There was some uncertainty as to whether the steering engine room, the aftmost compartment, was also filling up with water. Based on this damage, the crew, supported by the vessel’s stability documents, assessed the vessel as having ’poor stability’ status, but that it could be kept afloat. If more compartments were flooded, the status would be assessed as ’vessel lost’ on account of further loss of stability.

      Next, the crew found that water from the aft generator room was running into the gear room via the hollow propeller shafts and that the gear room was filling up fast. From the gear room, the water then ran into and was flooding the aft and fore engine rooms via the stuffing boxes in the bulkheads. This meant that the flooding became substantially more extensive than indicated by the original damage. Based on the flooding of the gear room, it was decided to prepare for evacuation.

      The AIBN considers the vessel’s lack of watertight integrity to be a safety issue relating to Nansen-class frigates and therefore issues the following two safety alerts.

    • Early report blames confused watchstanders, possible design flaws for Norway’s sunken frigate
      https://www.defensenews.com/naval/2018/11/29/early-report-blames-confused-watchstanders-possible-design-flaws-for-no

      In a statement to Defense News, Navantia spokesperson Esther Benito Lope stressed that the report is “very preliminary” and that the company has offered to work with Norway on the investigation.

      Navantia has offered, since the very beginning, its collaboration with the [Royal Norwegian Navy] in order to clarify the accident,” Benito Lope said. “Navantia will analyze all the possibilities, considering that some of the mentioned possibilities … are concluded from a very preliminary investigation.

      The statement went on to say that the company has not received any official notice or fielded any consultations about the cause of the accident.

      Navantia has not received any official communication, neither any consults about possible causes, nor participated in any action … in Norway,” Benito Lope wrote.

    • Navy divers arrive at KNM «Helge Ingstad» - Norway Today
      http://norwaytoday.info/news/navy-divers-arrive-at-knm-helge-ingstad

      The vessel is not lifted anytime soon. The vessel is filled with nearly 10,000 cubic meters of seawater, and a large part of this must be pumped out first, the Project Manager for the Salvage Operation, Commander Captain Arild Øydegard tells VG.

      We have great lifting capacity, but not to lift both a vessel of about 5,000 deadweight tonnes and another 10,000 metric ton of seawater. So this we have to get rid of underway – we have estimated that we might have 500 cubic metres left when we lift it up, he says.
      […]
      There is still no final decision as to whether the Frigate may be repaired. According to VG, two working groups have been established to assess that question; one who will try to salvage the material on board and one who is planning a possible repairing.

      Øydegard announces that the hull is relatively intact, except for the 45-metre tear that the Frigate sustained in the collision with «Sola TS».

      We have damage to the rudder and such, but this is a warship which hull has tolerated the stresses so far, Øydegard explains.

    • Grave problème d’étanchéité d’une frégate norvégienne construite par Navantia
      https://www.latribune.fr/entreprises-finance/industrie/aeronautique-defense/grave-probleme-d-etancheite-d-une-fregate-norvegienne-construite-par-navan

      Le Bureau d’enquête sur les accidents de la Norvège a identifié dans un rapport préliminaire des « problèmes de sécurité critiques », qui nécessitent une « attention immédiate ». Notamment des problèmes d’étanchéité entre les compartiments de la frégate KNM Helge Ingstad construite en 2009 par Navantia.

      Coup dur pour Navantia. Après la collision le 8 novembre entre une frégate norvégienne, un bâtiment moderne d’environ 5.000 tonnes construit par le chantier naval espagnol, et le pétrolier maltais Sola TV, le Bureau d’enquête sur les accidents de la Norvège (AIBN) a identifié dans un rapport préliminaire public daté du 29 novembre, des « problèmes de sécurité critiques », qui nécessitent une « attention immédiate ». L’AIBN a affirmé que le manque d’étanchéité entre les compartiments des frégates de la classe Nansen, est l’un de ces problèmes de sécurité. Il a déjà émis deux alertes de sécurité en attendant de poursuivre une enquête plus approfondie.

    • Frégate HNoMS Helge Ingstad : un rapport de la marine espagnole remet en cause la version norvégienne | Le portail des sous-marins
      https://www.corlobe.tk

      #C’était_à_prévoir : les critiques adressées au constructeur Navantia par le rapport préliminaire du bureau norvégien d’enquêtes sur les accidents maritimes ne passent pas en Espagne. La marine espagnole a rédigé son propre rapport qui dédouane complètement Navantia et conclut qu’une erreur humaine a été la cause principale de l’accident de la frégate Helge Ingstad.

      Ce rapport remet en cause la version des autorités norvégiennes : la semaine dernière, le bureau norvégien d’enquêtes sur les accidents maritimes avait pointé du doigt le chantier naval espagnol. Selon le rapport espagnol, « il existe des preuves claires que les dommages initiaux ont touché 4 compartiments étanches, et des indices que 5 aient été réellement endommagés dans la collision, ce qui dépasse les critères de survie fixés pour ce navire. »

      Le rapport interne de la marine espagnole explique que « la longueur de la déchirure visible sur les photos est de 15% de la longueur à la ligne de flottaison (18,2 m), soit 3 tranches contigües inondées. »

      Il ajoute aussi que l’avarie pourrait avoir aussi touché d’autres compartiments. « L’analyse des images indique que, probablement, sous la ligne de flottaison, un 4è compartiment étanche ait été éventré. »

      Pour la marine espagnole, une erreur humaine est la seule cause de l’accident. Une suite d’erreurs ont été commises : navigation à vitesse excessive (environ 17 nœuds), non-utilisation de l’AIS, non-respect du règlement international de prévention des abordages en mer, et non-prise en compte des avertissements du pétrolier.

      Le rapport conclut que « aucun navire ayant des caractéristiques similaires à la frégate n’aurait été capable de contrôler la voie d’eau et d’éviter le naufrage ».

      Remarque : que la cause de l’accident soit une erreur humaine ne fait guère de doute, ce qui est en cause est la suite, l’issue finale de l’accident : le naufrage…

    • Integrity of Nansen-class frigates questioned by Helge Ingstad investigation | Insurance Marine News
      https://insurancemarinenews.com/insurance-marine-news/integrity-of-nansen-class-frigates-questioned-by-helge-ingstad-

      Meanwhile, during the weekend of December 1st and 2nd, the Coastal Administration continued monitoring the Helge Ingstad with daily inspections of the oil spill equipment. Patrol boat Bergen and anti-pollution vessel Utvær were in the area and had collected about 50m3 of oil mixture by December 1st. In total, about 90m3 of diesel mixed with water had been recovered by the Utvær.

  • Resilient Web Design
    https://resilientwebdesign.com

    temps de lecture - 1 heure

    The World Wide Web has been around for long enough now that we can begin to evaluate the twists and turns of its evolution. I wrote this book to highlight some of the approaches to web design that have proven to be resilient. I didn’t do this purely out of historical interest (although I am fascinated by the already rich history of our young industry). In learning from the past, I believe we can better prepare for the future.

    You won’t find any code in here to help you build better websites. But you will find ideas and approaches. Ideas are more resilient than code. I’ve tried to combine the most resilient ideas from the history of web design into an approach for building the websites of the future.

    Citations

    Java is to JavaScript as ham is to hamster.

    C’est marrant. Mais il y a des informations sérieuses aussi.

    2.0
    The rise of JavaScript was boosted in 2005 with the publication of an article entitled Ajax: A New Approach to Web Applications by Jesse James Garrett. The article put a name to a technique that was gaining popularity. Using a specific subset of JavaScript, it was possible for a web browser to send and receive data from a web server without refreshing the whole page. The result was a smoother user experience.

    The term Ajax was coined at the same time that another neologism was in the ascendent. Tim O’Reilly used the phrase Web 2.0 to describe a new wave of web products and services. Unlike Ajax, it was difficult to pin down a definition of Web 2.0. For business people, it meant new business models. For graphic designers, it meant rounded corners and gradients. For developers, it meant JavaScript and Ajax.

    ... puis ...

    Stuart Langridge put together a list of all the potential points of failure under the title Everyone has JavaScript, right?
    ...
    This doesn’t mean that web designers shouldn’t use JavaScript. But it does mean that web designers shouldn’t rely on JavaScript when a simpler solution exists.
    ...A platform provides a controlled runtime environment for software. As long as the user has that runtime environment, you can be confident that they will get exactly what you’ve designed. If you build an iOS app and someone has an iOS device, you know that they will get 100% of your software. But if you build an iOS app and someone has an Android device, they will get 0% of your software. You can’t install an iOS app on an Android device. It’s all or nothing.

    The web isn’t as binary as that. If you build something using web technologies, and someone visits with a web browser, you can’t be sure how many of the web technologies will be supported. It probably won’t be 100%. But it’s also unlikely to be 0%. Some people will visit with iOS devices. Others will visit with Android devices. Some people will get 80% or 90% of what you’ve designed. Others will get just 20%, 30%, or 50%. The web isn’t a platform. It’s a continuum.

    #paradigme

    To paraphrase Karl Marx, progressive enhancement allows designers to ask from each browser according to its ability, and to deliver to each device according to its needs.

    http://dowebsitesneedtolookexactlythesameineverybrowser.com

    #pratique

    Feature detection, cutting the mustard, whatever you want to call it, is a fairly straightforward technique. Let’s say you want to traverse the DOM using querySelector and attach events to some nodes in the document using addEventListener. Your mustard‐cutting logic might look something like this:

    if (document.querySelector && window.addEventListener) {
    // Enhance!
    }
    There are two points to note here:

    This is feature detection, not browser detection. Instead of asking “which browser are you?” and trying to infer feature support from the answer, it is safer to simply ask “do you support this feature?”
    There is no else statement.

    #pratique

    As Brad Frost puts it:
    “There is a difference between support and optimization.”
    Support every browser ...but optimise for none.

    #paradigme

    “Always design a thing by considering it in its next larger context”
    ...
    Here’s a three‐step approach I take to web design:

    – Identify core functionality.
    – Make that functionality available using the simplest possible technology.
    – Enhance!

    #problème

    Building resilient websites is challenging. It takes time to apply functionality and features in a considered layered way. The payoff is a website that can better react to unexpected circumstances—unusual browsers, flaky network connections, outdated devices. Nonetheless, for many web designers, the cost in time seems to be too high.

    #solution

    Behaviour change is hard. Even if you are convinced of the benefits of a resilient approach to web design, you may find yourself struggling to convince your colleagues, your boss, or your clients. It was ever thus. Take comfort from the history of web standards and responsive design. Those approaches were eventually adopted by people who were initially resistant.

    Demonstrating the benefits of progressive enhancement can be tricky. Because the payoff happens in unexpected circumstances, the layered approach is hard to sell. Most people will never even know whether or not a site has been built in a resilient way. It’s a hidden mark of quality that will go unnoticed by people with modern browsers on new devices with fast network connections.

    For that same reason, you can start to implement this layered approach without having to convince your colleagues, your boss, or your clients. If they don’t care, then they also won’t notice. As Grace Hopper also said, “it’s easier to ask forgiveness than it is to get permission.”

    #pratique

    Realising that it was impossible to be future‐proof, we instead resolved to be future-friendly:

    Acknowledge and embrace unpredictability.
    Think and behave in a future-friendly way.
    Help others do the same.
    That first step is the most important: acknowledging and embracing unpredictability. That is the driving force behind resilient web design. The best way to be future-friendly is to be backwards‐compatible.

    #avenir

    The future, like the web, is unknown.

    The future, like the web, will be written by you.

    #internet #www

  • Britain stopped its « secret program » in Syria. - The peace news
    http://thepeacenews.com/britain-stopped-secret-program-syria

    La guerre (en #Syrie) : une bonne affaire. (Heureusement, c’est pas en France qu’on verrait des horreurs pareilles !)

    British newspaper The Times reported a report by Billy Kanber highlighting “Britain’s suspension of a secret aid program in Syria” after allegations that “the money that was paid to the contractor was very high and it was up to the so-called Mujahideen.”

    “The British Foreign Office suspended financial support for the £ 1 million project funded by the Adam Smith International Foundation,” the report said, adding that the project was intended to fund civilian police in Syria in areas controlled by moderate dissidents.

    “The funds that were supposed to fund the AJAX project were in the hands of the hardliners,” a BBC documentary said on Sunday.

    The Times separately saw leaked documents confirming that the British taxpayer was paying £ 850 a day to foreign workers working for the project, although none of them could ever go to Syria for security reasons.

    “Syrian citizens who worked in Syria for the project received only £ 68.50 per day,” the paper said.

    “The Ajax project, which began at the end of 2014 with funding from Britain and many other countries, aims to train and fund the Free Syrian Army police in Idlib and Aleppo,” the report writer said.

    “Britain contributed an estimated £ 13 billion,” he said.

    “The documents I have seen revealed that a Turkish employee stole from Ajax about US $ 45,000 in February, and the matter was pursued and only US $ 1400 was recovered.”

  • Why I won’t be using Fetch API in my apps
    https://medium.com/@shahata/why-i-wont-be-using-fetch-api-in-my-apps-6900e6c6fe78

    “this is not a rant against fetch! I don’t think that the points presented are design flaws, all of them make perfect sense for a low level API. I’m just saying that I wouldn’t recommend to use low level API’s such as this directly in your application”

    #fetch_JavaScript_API_Ajax_clevermarks

  • ScrollMagic ♥ Demo
    http://scrollmagic.io

    ScrollMagic helps you to easily react to the user’s current scroll position.
    It’s the perfect library for you, if you want to ...

    animate based on scroll position – either trigger an animation or synchronize it to the scrollbar movement (like a playback scrub control).
    pin an element starting at a specific scroll position – either indefinitely or for a limited amount of scroll progress (sticky elements).
    toggle CSS classes of elements on and off based on scroll position.
    effortlessly add parallax effects to your website.
    create an infinitely scrolling page (ajax load of additional content).
    add callbacks at specific scroll positions or while scrolling past a specific section, passing a progress parameter.

    #javascript #scroll

  • Don’s what? Portable toilet names covered for inauguration | WATE 6 On Your Side
    http://wate.com/2017/01/15/dons-what-portable-toilet-names-covered-for-inauguration

    https://mgtvwate.files.wordpress.com/2017/01/don-john.jpeg

    It’s the great port-a-potty cover-up for President-elect Donald Trump’s inauguration.

    Workers preparing for the inauguration Jan. 20 have taped over the name of the company – “Don’s Johns” – that has long supplied portable restrooms for major outdoor events in the nation’s capital.

    Virginia-based Don’s Johns calls itself the Washington area’s top provider of portable toilet rentals. But the name apparently strikes too close to home for organizers of the inauguration of Donald John Trump.

    Workers have placed blue tape over the company name on dozens of portable restrooms installed near the Capitol for the inauguration.

    The company’s name is clearly visible upon close inspection, but is blocked for a wide-angle view by a TV or still camera.

  • Resilient Web Design—Introduction
    https://resilientwebdesign.com

    With a title like Resilient Web Design, you might think that this is a handbook for designing robust websites. This is not a handbook. It’s more like a history #book.

    (…)

    But in the world of #web_design, we are mostly preoccupied with the here and now. When we think beyond our present moment, it is usually to contemplate the future—to imagine the devices, features, and interfaces that don’t yet exist. We don’t have time to look back upon our past, and yet the history of web design is filled with interesting ideas.

  • jScroll - a jQuery Plugin for Infinite Scrolling / Lazy Loading
    http://jscroll.com/#examples

    jScroll is a #jQuery plugin for #infinite #scrolling, written by Philip Klauzinski. Infinite scrolling; also known as lazy loading, endless scrolling, autopager, endless pages, etc.; is the ability to load content via AJAX within the current page or content area as you scroll down. The new content can be loaded automatically each time you scroll to the end of the existing content, or it can be triggered to load by clicking a navigation link at the end of the existing content.

    #webdev

  • Offline.js – Handle your users losing their internet connection like a pro
    http://github.hubspot.com/offline/docs/welcome

    Offline.js is a library to automatically alert your users when they’ve lost internet connectivity, like Gmail.

    It captures #AJAX requests which were made while the connection was down, and remakes them when it’s back up, so your app reacts perfectly.

    It has a number of beautiful themes and requires no configuration.

    #js #javascript #webapp

  • jimhigson/oboe.js
    https://github.com/jimhigson/oboe.js

    A fresh approach to #ajax that speeds up web applications. Progressive #json parser with an easy interface so you can use the objects before the http response completes. Oboe.js helps web applications respond quicker by wrapping http’s request-response model with a progressively streamed interface. It glues a transport that sits somewhere between streaming and downloading to a JSON parser that sits somewhere between SAX and DOM. It is small enough to be a micro-library, doesn’t have (...)

    #geodiversite #todo

    • Perso coté client, je penser continuer d’utiliser jQuery ; généralement je m’en sers pour manipuler le DOM, avec le chargement de données n’étant qu’une partie anecdotique (et généralement utilisable à mon goût). Charger une lib de plus ne me paraît pas utile.

      Je pensais surtout à remplacer request. C’est une librairie Node qui fait la même chose mais est pleine de problèmes.

  • FullCalendar - Full-sized Calendar jQuery Plugin
    http://arshaw.com/fullcalendar

    FullCalendar is a jQuery plugin that provides a full-sized, drag & drop calendar like the one below. It uses AJAX to fetch events on-the-fly for each month and is easily configured to use your own feed format (an extension is provided for Google Calendar). It is visually customizable and exposes hooks for user-triggered events (like clicking or dragging an event). It is open source and dual licensed under the MIT or GPL Version 2 licenses.

  • simpl.info : This site aims to provide the simplest possible examples of HTML, CSS and #JavaScript.
    http://www.simpl.info

    Ajax (aka XMLHttpRequest)
    AppCache
    Array methods: some, every, filter, forEach, map
    <audio>
    Audio Data
    Battery API
    <canvas>
    CSS filters
    CSS negative selector
    CSS text-indent
    CSS transition
    <datalist>
    Device Orientation
    Fieldset (localStorage example)
    FileSystem
    FileSystem using Blob
    getUserMedia()
    getUserMedia() with constraints
    History pushState() and popState()
    Hyphenation (soft hyphen)
    <iframe>
    Image: a big one (20MB)
    Input types: email, tel, url, date, time, colour
    localStorage
    Media Capture (using <input>)
    MutationObserver
    Object.observe()
    Navigation Timing (window.performance)
    navigator.userAgent
    Page Visibility API
    PeerConnection
    postMessage()
    querySelector() and querySelectorAll()
    sessionStorage
    SVG
    <track> with <video>
    <track> with <audio>
    <video> (with autoplay)
    <video> (with scripted playback)
    long video (~380MB)
    video with src media query
    video with <div> overlay
    Web Audio
    Web Fonts
    Web Intents
    WebP
    WebRTC
    WebSQL
    Web Workers
    XMLHttpRequest (aka Ajax)

  • Un article intéressant sur l’évolution du web, notamment avec une comparaison pre-ajax, ajax, commet, html5

    Why HTML5 will revolutionize web-applications - amix.dk
    http://amix.dk/blog/post/19707

    HTML5 is a very broad specification that isn’t even fully developed yet. Most modern browsers implement parts of the specification, and the things that we use at Todoist are web storage and offline support. Even with only these two things, we can provide an experience that nothing else can match, including:

    Offline usage: When you can’t connect to the Internet, Todoist automatically switches to offline mode, enabling you to access and update your projects and tasks. When you come back online, we sync your data with our servers.
    Stunning performance: Using Todoist is as fast and responsive as a desktop application. This is because everything is stored locally and the application does not need to speak with a server far away all the time. This provides an experience that non-HTML5 based web applications simply can’t offer.

  • TouchScroll, a scrolling layer for WebKit mobile [update] « Uxebu.com – the Ajax and JavaScript Experts
    http://uxebu.com/blog/2010/04/27/touchscroll-a-scrolling-layer-for-webkit-mobile

    While Safari Mobile features native scrolling, there are two reasons to re-implement scrolling with JavaScript: The original scrolling behavior is rather slow – we were looking for a solution that feels more fluid. And the viewport behavior of Mobile Safari and other mobile browsers using WebKit doesn’t allow for fixed positioned elements. It is optimized for document reading, not for building interfaces.

    Our goal is to be able to deploy application interfaces to browsers of handheld devices that feel as familiar as possible for the user. TouchScroll enables developers to use fixed interface elements like headers and toolbars.

    #HTML5 #scroll

  • Create web applications stored in an Apache CouchDB database | Martin Brown
    http://www.ibm.com/developerworks/opensource/tutorials/os-couchapp/index.html?cmp=dw&cpb=dwope&amp;ct=dwnew&cr=dwnen&ccy=zz&csr=05

    #tutoriel

    Apache #CouchDB is an open source document-oriented #database management system that allows you to create full database-driven applications using nothing but HTML, CSS and JavaScript. In this tutorial, you will learn how to create your own #CouchApp that will perform database operations using #Ajax powered by the #jQuery framework. The application you will build is a contact manager that allows you to view, create, edit, and delete your contacts.