• Shipping Containers Plunge Overboard as Supply Race Raises Risks - Bloomberg

    • Hectic pace amid surging demand raises risk of safety
    • Loss of containers reaches highest level in seven years

    Containers piled high on giant vessels carrying everything from car tires to smartphones are toppling over at an alarming rate, sending millions of dollars of cargo sinking to the bottom of the ocean as pressure to speed deliveries raises the risk of safety errors.

    The shipping industry is seeing the biggest spike in lost containers in seven years. More than 3,000 boxes dropped into the sea last year, and more than 1,000 have fallen overboard so far in 2021. The accidents are disrupting supply chains for hundreds of U.S. retailers and manufacturers such as Amazon and Tesla.

    There are a host of reasons for the sudden rise in accidents. Weather is getting more unpredictable, while ships are growing bigger, allowing for containers to be stacked higher than ever before. But greatly exacerbating the situation is a surge in e-commerce after consumer demand exploded during the pandemic, increasing the urgency for shipping lines to deliver products as quickly as possible.

    The increased movement of containers means that these very large containerships are much closer to full capacity than in the past,” said Clive Reed, founder of Reed Marine Maritime Casualty Management Consultancy. “There is commercial pressure on the ships to arrive on time and consequently make more voyages.

    After gale-force winds and large waves buffeted the 364-meter One Apus in November, causing the loss of more than 1,800 containers, footage showed thousands of steel boxes strewn like Lego pieces onboard, some torn to metal shreds. The incident was the worst since 2013, when the MOL Comfort broke in two and sank with its entire cargo of 4,293 containers into the Indian Ocean.

  • Tumult Grows in Soy-Export Hub on Argentine Minister’s Death - Bloomberg

    A cargo ship transports cattle while traveling through the Parana River near the Port of Rosario in Rosario, Argentina, on April 23.
    Photographer: Sebastian Lopez Brach/Bloomberg

    • Transport chief was in charge of tender to dredge Parana River
    • Last-gasp extension tides over crop exporters for 90 days

    Argentine farmers struggling to ship their crops through increasingly shallow rivers may soon face a new obstacle: One of the world’s key soy waterways needs to be dredged, and there’s no firm plan for who will do it.

    The government in agricultural powerhouse Argentina has had months — even years — to draft the terms of a tender to dredge the Parana River, the source of most of the world’s soy meal for livestock feed and soy oil for cooking and biofuels. But companies eying the new multiyear contract are still in the dark and, compounding the uncertainty, the man in charge of what exactly is up for grabs, ex-Transport Minister Mario Meoni, died in a car crash last week.

    With the future of millions of tons of crop cargoes at stake, the turmoil couldn’t come at a worse time: Argentina’s soybean and corn harvests are in full swing, and the company holding the expiring contract is working overtime to keep the river channel deep enough for ships to load them as years of dry weather shallow out water levels.

    Policymakers continue to work under instructions left by ex-minister Meoni, a spokesman for the Transport Ministry said in a phone message, declining to give more details.

    The contract to dredge the river — from crop-export hub Rosario down to the estuary at Buenos Aires about 500 miles away — is currently held by Belgian company Jan de Nul in a partnership with Argentina’s Emepa. Jan de Nul and Emepa’s contract was set to expire on April 30, though the government published a last-minute resolution on Thursday extending it for 90 days. It’s unclear if that gives transport officials enough time to pull a tender together for bidders.

    The partnership has dredged the Parana since 1995, with the last contract extension signed in 2007.

    Dredging the Parana is worth around $200 million a year in tolls. The recommendation by industry groups is for the new contract to last 15 years, which would mean revenues for the winner of $3 billion.

    To farmers and agricultural traders who ship 80% of Argentina’s crops down the Parana, the waterway is worth a whole lot more: over $20 billion a year in exports.

  • Maps Show How the Mail Shaped the American West - Bloomberg

    In The Postman, the 1997 post-apocalyptic Western starring and directed by Kevin Costner, a supposed emissary of the U.S. Postal Service revives and reunites a smattering of rural settlements that have survived the catastrophic end of the formal United States. The mail, the movie shows us, is the connective tissue of the nation-state — providing people with not just a means of communication, but also something to look forward to. (“You give out hope like it was candy in your pocket,” a love interest tells the titular postman, in an example of the movie’s amazingly bad dialogue.)

    #états-unis #histoire #peuples_premiers #premières_nations #nations_indiennes #colonisation

  • A 23-Year-Old Coder Kept QAnon and the Far Right Online When No One Else Would - Bloomberg

    Trop facile l’argument de la liberté d’expression pour favoriser les néo-nazis.

    Two and a half months before extremists invaded the U.S. Capitol, the far-right wing of the internet suffered a brief collapse. All at once, in the final weeks of the country’s presidential campaign, a handful of prominent sites catering to White supremacists and adherents of the QAnon conspiracy movement stopped functioning. To many of the forums’ most devoted participants, the outage seemed to prove the American political struggle was approaching its apocalyptic endgame. “Dems are making a concerted move across all platforms,” read one characteristic tweet. “The burning of the land foreshadows a massive imperial strike back in the next few days.”

    In fact, there’d been no conspiracy to take down the sites; they’d crashed because of a technical glitch with VanwaTech, a tiny company in Vancouver, Wash., that they rely on for various kinds of network infrastructure. They went back online with a simple server reset about an hour later, after the proprietor, 23-year-old Nick Lim, woke up from a nap at his mom’s condo.

    Lim founded VanwaTech in late 2019. He hosts some websites directly and provides others with technical services including protection against certain cyberattacks; his annual revenue, he says, is in the hundreds of thousands of dollars. Although small, the operation serves clients including the Daily Stormer, one of America’s most notorious online destinations for overt neo-Nazis, and 8kun, the message board at the center of the QAnon movement, whose adherents were heavily involved in the violence at the Capitol on Jan. 6.

    Lim exists in a singularly odd corner of the business world. He says he’s not an extremist, just an entrepreneur with a maximalist view of free speech. “There needs to be a me, right?” he says, while eating pho at a Vietnamese restaurant near his headquarters. “Once you get to the point where you look at whether content is safe or unsafe, as soon as you do that, you’ve opened a can of worms.” At best, his apolitical framing comes across as naive; at worst, as preposterous gaslighting. In interviews with Bloomberg Businessweek early in 2020, Lim said he didn’t really know what QAnon was and had no opinion about Donald Trump.

    #Extrême_droite #Premier_amendement #Liberté_expression #Fachosphère

    • Je sais bien, mais en même temps, l’article pourrait (devrait ?) se résumer à ceci :

      “There’s already a good recipe that was used for ISIS. Why don’t you use it on the far right?”

      It’s tougher to keep a site such as the Daily Stormer offline as long as somebody like Lim is willing to support it. U.S. laws governing domestic extremism are less expansive than those focused on international terrorism, partly to protect the rights of U.S. citizens with unpopular political views.

      Le type fait dans la cradingue, c’est indéniable, mais apparemment pas dans l’illégal. Ce sont les États-Unis, où il y a désormais une communication publique massive (notamment suite à la catastrophe Trump, QAnon, White supremacist…) pour avoir une maîtrise collective de l’expression publique (« on » décide que certaines expressions n’ont pas leur place dans la sphère publique, et notamment sur le Web), mais dans le même temps on refuse complètement d’y donner une forme juridique (because Premier amendement).

      Donc on mène de grandes campagnes d’indignation collective, et on fait pression sur les plateformes pour faire supprimer certains contenus (il y a d’ailleurs deux activistes qui le disent tout à fait explicitement dans l’article), tout en se rendant bien compte que ces expressions ne sont par ailleurs pas illégales (le gars de l’article ne dit absolument pas qu’il maintiendrait des contenus illégaux aux États-Unis, jihadistes ou pédophiles par exemple). Et qu’en même temps on semble prendre bien soin à ne pas ouvrir ce débat pour que les limites de l’expression publique soient mieux encadrées par des tribunaux, plutôt que laissées à la discrétion des plateformes (qui en profitent pour virer plein d’autres choses discrètement par ailleurs).

    • Oui, ça je suis bien d’accord. Mais les motivations du gars, est-ce qu’on ne s’en fout pas un peu ? Des fachos qui hébergent des fachos, on s’en cogne un peu de leurs alibis, la question elle est vite répondue.

      Ce qui me chagrine, c’est qu’on a un article extrêmement long, qui aborde la question de l’illégalité (ou plutôt de l’absence d’illégalité) dans une unique phrase, et qui au contraire se focalise sur les mouvements de pression organisés pour que les grandes plateformes dégagent certains contenus, plutôt que d’avoir une régulation encadrée par la loi. Et qui, dès le début, titre sur la notion de « When No One Else Would ».

      Et je trouve ça extrêmement inquiétant : parce qu’on trouvera toujours un facho pour héberger des fachos, surtout tant que le fait d’héberger des sites fachos n’est pas illégal.

      Ce qui me semble la pente dangereuse de ce genre de considération, c’est qu’on considère fondamentalement dangereux et illégitime qu’on puisse s’héberger (et s’exprimer) en dehors des grandes plateformes. C’est le sens du titre et des activistes de l’article : s’il suffit de faire pression sur les grandes plateformes pour se débarrasser des fachos, nickel ; mais s’il est encore possible de trouver un hébergeur qui le fera « When No One Else Would », on atteint les limites de cette forme de « régulation » de l’expression publique.

      Alors même que si ces formes d’expression étaient interdites par la loi, comme Daesh et la pédophilie, ce ne serait pas du tout la même question – puisque l’hébergeur facho ne revendique à aucun moment de contrevenir à la loi et d’héberger des contenus illégaux.

      La conclusion inévitable de cette façon de voir, c’est qu’il ne faudrait pas laisser aux gens la possibilité de s’exprimer ou accéder à des contenus en dehors des grandes plateformes. Parce que, à nouveau, tant que c’est légal, en l’état actuel des interwebz et tant qu’il n’y a aura pas une interdiction légale de le faire, on trouvera toujours des fachos pour héberger des fachos.

      (Accessoirement, ça aurait tendance à me renvoyer à une autre préoccupation pénible que j’ai depuis quasiment 20 ans : le volontarisme des fachos à se déployer et s’organiser sur les interwebz, à réellement « faire du réseau », et au contraire une immense passivité/méfiance des progressistes qui pour une large part ont décidé que monter une page Facebook c’était bien suffisant, et qui se retrouvent à poil une fois qu’ils se font éjecter des grands réseaux sociaux. Et ensuite on va chouiner contre les méchants GAFA.)

  • Black Americans Embrace Stocks and Bitcoin (BTC) to Make Up for Stolen Time - Bloomberg

    Data show that while fewer Black Americans invest in stocks than White people, they are actually more receptive to holding cryptocurrencies. A recent Harris Poll survey found that in the U.S., 30% of Black and 27% Hispanic investors own cryptocurrency, compared with just 17% of White investors.

    The same survey found that over half of Black and Hispanic Americans who had heard of cryptocurrencies believe their decentralized nature is a positive aspect, compared with 44% of all Americans.

    Garrett-Scott says a majority of Black Americans do not have access to people within their networks with entrepreneurial knowledge. Instead, many turn to the internet and social media.

    Evidence of this is prominent in the Clubhouse app. In the audio-only social-media network — it’s like a cross between a podcast and a call-in radio network — many “clubs” with names such as Black Women Who Invest, Black Wealth Matters and Black Bitcoin Billionaires have sprung up. And in just a few months, they have attracted tens of thousands of followers.

  • EU Set to Ban Surveillance, Start Fines Under New AI Rules

    The European Union is poised to ban artificial intelligence systems used for mass surveillance or for ranking social behavior, while companies developing AI could face fines as high as 4% of global revenue if they fail to comply with new rules governing the software applications. The rules are part of legislation set to be proposed by the European Commission, the bloc’s executive body, according to a draft of the proposal obtained by Bloomberg. The details could change before the commission (...)

    #algorithme #CCTV #biométrie #facial #législation #reconnaissance #vidéo-surveillance (...)


  • Egypt Suez Canal Authority May Seek $1Bln ’Ever Given’ Ship Crisis Compensation - Bloomberg

    • ‘This is the right of the country,’ says Canal Authority chief
    • Ship blockage caused the nation to lose revenue, says SCA

    Egypt said it may seek around $1 billion in compensation after a giant container vessel blocked the Suez Canal for almost a week and roiled shipping markets.

    The figure is a rough estimate of losses linked to transit fees, damage to the waterway during the dredging and salvage efforts, and the cost of equipment and labor, the Suez Canal Authority’s chief executive officer, Osama Rabie, said late Wednesday to local television channel Sada Elbalad.

    He did not specify who the Canal Authority would seek compensation from.

    This is the right of the country,” Rabie said, adding that the incident hurt Egypt’s reputation. “This country should get its due.

    The 400-meter-long Ever Given ship, owned by Japan’s Shoei Kisen Kaisha Ltd., ran aground on March 23 in the southern part of the canal and was freed six days later.

    Taiwan’s Evergreen Marine Corp., the vessel’s charterer, said Thursday it’s not responsible for delays of any cargo it was transporting.

    There is almost no chance that we will be sought to pay compensation,” Evergreen Marine President Eric Hsieh said at a briefing in Taipei.

    Shoei Kisen will discuss compensation with the Canal Authority, but will refrain from giving details for now, according to a spokesperson.

    Bitter Lake
    The ship and its cargo are currently in the Great Bitter Lake, roughly halfway along the canal.

    While they could be held in Egypt if the matter of compensation goes to court, such a scenario is unlikely, Rabie said.

    It may take until Friday night or Saturday to clear the backlog of hundreds of ships that built up while the canal was shut, Rabie said in a separate interview with Egyptian television.

    • Suez blockage may lead to large reinsurance claims, broker Willis Re says | Reuters

      FILE PHOTO: A view shows Ever Given container ship in Suez Canal in this Maxar Technologies satellite image taken on March 29, 2021.
      Satellite image ©2021 Maxar Technologies/Handout via REUTERS

      The blockage of the Suez Canal is likely to lead to large reinsurance claims, adding to upward pressure on marine reinsurance rates, James Vickers, chair of reinsurance broker Willis Re International, told Reuters.

      Formal investigations began this week into how the giant container ship Ever Given ran aground in the canal, shutting down shipping in the major global waterway for almost a week.

      The incident and its impact on hundreds of ships delayed in the canal would be a “large loss” for insurance market Lloyd’s of London, its chairman Bruce Carnegie-Brown said this week, while Fitch Ratings said global reinsurers were likely to face hundreds of millions of euros of claims.

      Vickers also said reinsurance losses were “not going to be a small amount of money”. The blockage was the latest in a growing number of man-made disasters leading to reinsurance losses, on top of a list of natural catastrophes in the past year, he said.

      Reinsurers help insurers cover claims for major events such as hurricanes, in return for part of the premium. Reinsurers typically raise rates after they experience large losses.

      Even before the Suez incident, the marine market “didn’t need much encouragement to keep going in an upward direction”, Vickers said.

      Global marine reinsurance rates were generally seeing “high single digit” percentage point increases, Willis Re said in its April reinsurance renewals report on Thursday.

      Marine reinsurance premiums have been rising for the past few years after several years of falling rates, as Lloyd’s of London and other firms have cut back on loss-making lines, reducing competition. The COVID-19 pandemic has also put upward pressure on reinsurance rates across the board.

      Elsewhere, the U.S. property reinsurance market has been hit by a number of catastrophes including Winter Storm Uri in the United States in February, with rates up by as much as 25% in April, the report showed.

  • Un porte-conteneurs s’échoue et bloque le canal de Suez - Nice-Matin

    Un porte-conteneurs géant s’est échoué dans le canal de Suez après avoir été déporté par une rafale de vent, a annoncé mercredi la compagnie maritime qui l’opère, et le trafic maritime s’est arrêté sur l’une des routes commerciales les plus fréquentées du monde.

    • analyse de la situation de l’Ever Given


      Je reprends ici mes différentes réponses à ce tweet :
      #1 - Causes :
      J’ai pas d’info, mais d’expérience, une erreur humaine est très peu probable (rien ne l’indique ici). L’environnement ne peut pas créer ça tout seul. Il ne reste qu’un problème mécanique.
      Ça impliquerait que le contrôle de la manœuvre du navire soit perdue : soit avarie de barre, soit perte totale de la propulsion, soit un moteur (principal ou prop d’étrave) qui s’emballe de façon incontrôlée - rare).
      #2 - Dégâts au navire
      Ces bateaux sont costauds, et le bulbe (à l’avant) peut être écrasé sans couler le bateau. Les berges du canal ne sont pas rocheuses, d’ailleurs. Donc la coque va sûrement « pas trop mal » dans le sens où le bateau n’est pas coulé sur place.

      Par contre il est bien monté sur la berge (cf l’assiette, visible à la ligne de flottaison). Donc il est possible que certains apparaux de coque à l’avant soient touchés (prises d’eaux, etc). Si la réfrigération est bouchée par exemple, c’est vite la galère pour les moteurs.
      Plus grave : à la poupe, si les hélices ou le gouvernail se sont trop rapprochés de la berge ou du fond, ça pue. Notamment si on voile une ligne d’arbre ou une mèche. Ça peut signifier un passage au bassin rapidement après déchargement.
      #3 - situation des autres navires
      Le canal est fait pour gérer des zones d’attentes aux deux extrémités et le long de ses berges internes. Les bateaux vont donc accoster ou mouiller (et l’autorité du canal va donc facturer un max). Rien de bien inquiétant techniquement.
      #4 - évolution probables
      Il faut éviter à tout pris le déchargement sur place. D’abord parce que l’idée d’alléger le bateau pourrait le faire chavirer, et que ce n’est pas nécessaire. Ensuite parce qu’il n’y a pas d’infrastructures pour le faire.
      Il faudrait commencer par couler du béton armé sur les berges, puis faire venir d’immenses grues, et 10000 camions pour décharger. Ou tout faire par l’eau. Rien de simple.
      Le mieux est donc de contrôler l’étanchéité de la coque (par plongeurs et/ou de l’intérieur), de dégager le bulbe (coucou le ptit tractopelle), puis de procéder au déséchouage.

      Ce qui sera sûrement choisi, c’est une manœuvre ou l’on remorquera par le cul du navire, en tirant dessus avec un gros remorqueur, pendant que deux remorqueurs (minimum) seront en pousseurs sur l’avant de chaque bord, et un dernier en remorque inverse côté cul, pour freiner.

      Une fois déséchoué, j’imagine que le navire sera remorqué (avec ou sans aide de sa propre propulsion) vers l’extrémité du canal (Port Saïd).
      Là, des réparations et vérifications seront entreprises. Si besoin, des containers seront déchargés (si besoin d’une immobilisation longue)

      C’est sûrement le moment où la Suez Canal Authority procèdera à une très généreuse facturation (déjà qu’en temps normal, ça douille …). Le Canal est l’une des principales ressources du pays (surtout en ces temps de disette touristique).

      #5 - Plus grave ?
      Oui, toujours possible, même si rien ne l’indique encore. C’est déjà assez grave (et rare), mais ne sera pas un phénomène majeur pour le commerce mondial.
      Si le canal devait être bloqué plus d’une semaine par exemple, chacun d’entre nous devrait ressentir rapidement notre dépendance au canal (pétrole du Golfe et produits chinois en tout genre : tout passe par là !).
      Voilà. N’hésitez pas si vous avez d’autres questions !
      Ah et si vous voulez de l’accident plus grave, et plus débile (= impardonnable erreur humaine selon moi), n’hésitez pas à retrouver mon thread sur le Helge Ingstad ici :

    • À noter, en milieu d’après-midi, Le Monde (et d’autres médias) présentaient l’affaire comme étant en voie de règlement. On en trouve la trace dans la formulation initiale de l’adresse de l’article… (Le canal de Suez bloqué [plusieurs heures] à cause d’un cargo échoué en travers)
      et dans la formulation hybride du chapeau (_s’était retrouvé
      , plus que parfait)

      Le canal de Suez bloqué à cause d’un cargo échoué en travers

      Le porte-conteneurs «  Ever Given  » s’était retrouvé en travers du canal reliant la mer Rouge à la Méditerranée, bloquant toute circulation. Le retour à la normale n’était pas acquis en milieu de journée.

      L’article expliquait que le navire avait été amarré parallèlement à la berge.

    • Suez Canal Block: How to Dislodge a 200,000 Ton Ship From a Canal Wall - Bloomberg

      When you can’t shift a ship that’s stuck fast into the wall of a canal that’s vital to world trade, there’s only one thing to do: call the salvage guys.

      The Ever Given container ship — a 200,000-ton behemoth — has been blocking what is arguably the world’s most important waterway, the Suez Canal, since Tuesday morning.

      The struggle to dislodge it is now turning the world’s attention to the work of SMIT Salvage, a legendary Dutch firm whose employees parachute themselves from one ship wreckage to the next, saving vessels often during violent storms. The company is synonymous with some of the most daring naval salvages, including lifting a sunken Russian nuclear submarine in 2001, and removing fuel from inside the Costa Concordia cruise ship after it ran aground in Italy in 2012.

      SMIT, a unit of Royal Boskalis Westminster NV, is one of the companies appointed by Ever Given’s owner to help move the vessel. The first job will be to work out exactly how entrenched in the wall the ship is, said Boskalis spokesman Martijn Schuttevaer.

      A digger clears the area around the bow of the stuck Ever Given container vessel in the Suez Canal on March 25.
      Source: Suez Canal Authority

      It will be critical to inspect the vessel and how deeply it is lodged in the embankment,” Schuttevaer said. “The question is how solidly she has been grounded.

      The answer to that question will dictate what comes next. The salvors could have to find a way to lighten the vessel’s enormous weight so that it can be pulled to a less obstructive position. At the moment, it’s blocking the path of more than 100 vessels.

      The canal handles something like 10% of seaborne trade, spanning everything from finished goods to oil, gas, and dry-bulk commodities. And those cargoes aren’t flowing while the Ever Given is stuck.

      The process of making the ship lighter means removing things like the ballast water, which helps keep ships steady when they’re at sea. Fuel will probably have to be unloaded too, Schuttavaer said.

      The stuck Ever Given container ship in the Suez Canal on March 25.
      Source: Suez Canal Authority

      In a worst-case scenario, it could be that some of the carrier’s containers — usually filled with everything from furniture to televisions — may have to be taken off. How long that process lasts would depend on how much equipment is around to do the heavy lifting. It can often involve flying in helicopters to remove the crates one by one.

      SMIT was due to fly an 8-person team in at dawn Thursday local time to board and inspect the vessel and the grounding. A big part of the initial underwater assessment is how much the banks slope at that point in the canal. Japan’s Nippon Salvage Co. has also been hired to assist in the re-floating, according to a person familiar with the matter.

      Such teams are usually led by a salvage master, often a former captain or someone with knowledge of the industry, but can also include divers, welders and crane operators, according to Joseph Farrell III, director of business development at Resolve Marine, another company that offers salvage services. He declined to comment specifically on the Ever Given.

      Stern Test
      Pictures now seen across the globe of the vessel spread fully across the canal, point to the first major hurdle. It ran aground both at the front and at the back, almost perpendicular to the canal walls. That’s leaving very little room to simply tow it away from either end, SMIT says.

      For now, the focus is on dredging around the vessel. The canal authority has dispatched two of its dredgers, the Mashor and the 10th of Ramadan, to remove sand from underwater before rescuers attempt to pull it. From the shore, excavators are also working around the vessel. Western shipping experts who analysed photos of the Ever Given calculated that her protruding bulb was as much as 5 meters buried into the canal wall.

      The container vessel MV Ever Given blocks the Suez Canal on March 24.
      Source: Planet Labs Inc. via AP Photo

      Not everything in the grounding has been bad news. One thing that’s likely to make the process easier is that the ship has gotten itself stuck in sand, rather than rock. More malleable material around the Ever Given should make for a slightly smoother escape.

      There are already tug boats around the ship working to help with its removal, but with such a giant vessel, bigger ones with more horsepower are usually needed. Crews are hoping that periods of higher tide over the next few days will be conducive to helping free the Ever Given.

      Until then, the world’s commodity and maritime markets — and the world trade they serve — will be left hanging, waiting on the professionals to help shift a 200,000-ton ship.

      There’s only a few companies in the world that do what we do,” said Farrell. “It’s a challenge, the container ships are always the biggest jobs.

    • Suez Canal could be blocked for weeks by ’beached whale’ ship | Reuters

      A huge container ship blocking the Suez Canal like a “beached whale” may take weeks to free, the salvage company said, as officials stopped all ships entering the channel on Thursday in a new setback for global trade.

      The 400 metre Ever Given, almost as long as the Empire State Building is high, is blocking transit in both directions through one of the world’s busiest shipping channels for oil and refined fuels, grain and other trade linking Asia and Europe.

      Late on Thursday, dredgers were still working to remove thousands of tonnes of sand from around the ship’s bow.

      The Suez Canal Authority (SCA) said earlier that nine tugs were working to move the vessel, which got stuck diagonally across the single-lane southern stretch of the canal on Tuesday morning amid high winds and a dust storm.

      We can’t exclude it might take weeks, depending on the situation,” Peter Berdowski, CEO of Dutch company Boskalis, one of two rescue teams trying to free the ship, told the Dutch television programme “Nieuwsuur”.

      A total of 206 large container ships, tankers carrying oil and gas, and bulk vessels hauling grain have backed up at either end of the canal, according to tracking data, creating one of the worst shipping jams seen for years.

      The blockage comes on top of the disruption to world trade already caused in the past year by COVID-19, with trade volumes hit by high rates of ship cancellations, shortages of containers and slower handling speeds at ports.

      The world’s number one line A.P. Moller Maersk said it was considering diverting vessels around Africa’s Cape of Good Hope, adding five to six days to the journey between Asia and Europe. It said time-sensitive cargo could be sent on trains and airplanes, although no decisions had yet been made.

      The SCA, which had allowed some vessels to enter the canal in the hope the blockage could be cleared, said it had temporarily suspended all traffic on Thursday. Maersk said in a customer advisory it had seven vessels affected.

      Berdowski said the ship’s bow and stern had been lifted up against either side of the canal.

      Explainer: How a giant container ship is blocking the Suez Canal
      It is like an enormous beached whale. It’s an enormous weight on the sand. We might have to work with a combination of reducing the weight by removing containers, oil and water from the ship, tug boats and dredging of sand.

      Dredging work to remove 15,000-20,000 cubic metres of sand surrounding the bow continued after dark on Thursday, in coordination with the team from Boskalis subsidiary Smit Salvage, the SCA said.

      The dredging work, which began on Wednesday evening and has involved two dredgers, aims to return the ship to a draft of 12-16 metres at which it could be refloated, the authority said.

      (Graphic: Suez blockade - )

      Japanese shipowner Shoei Kisen apologised for the incident and said work on freeing the ship, which was heading to Europe from China, “has been extremely difficult” and it was not clear when the vessel would float again.

      Another official with knowledge of the operation said that was likely to take days. “If you end up in the scenario that you have to remove cargo then you are looking at a time consuming exercise,” he said, declining to be named.

      A higher tide due on Sunday may help the rescue efforts.

      However, the Egyptian meteorological authority is also warning of a “disruption of marine navigation” due to an expected sea storm on Saturday and Sunday, with winds forecast to reach up to 80 kph (50 mph) and waves up to 6 metres high along the Red Sea and the Gulf of Suez.

      Roughly 30% of the world’s shipping container volume transits through the 193 km (120 mile) Suez Canal daily, and about 12% of total global trade of all goods.

      Slideshow ( 5 images )

      Every port in Western Europe is going to feel this,” Leon Willems, a spokesman for Rotterdam Port, Europe’s largest, said. “We hope for both companies and consumers that it will be resolved soon.

      Consultancy Wood Mackenzie said the biggest impact was on container shipping, but there were also a total of 16 laden crude and product oil tankers due to sail through the canal and now delayed.

      The tankers were carrying 870,000 tonnes of crude and 670,000 tonnes of clean oil products such as gasoline, naphtha and diesel, it said.

      Russia and Saudi Arabia are the top two exporters of oil through the canal, while India and China are the main importers, oil analytics firm Vortexa said. Consultancy Kpler said the canal accounted for only 4.4% of total oil flows but a prolonged disruption would complicate flows of Russian and Caspian oil to Asia and oil from the Middle East into Europe.

      The impact on oil prices has been limited so far as the destination of most oil tankers is Europe, where demand is currently weaker due to a new round of lockdowns. [O/R]

      The deputy managing director of Germany’s BDI industry association, Holger Loesch, expressed concern, saying earlier shipping holdups were already affecting output, especially in industries depending on raw materials or construction supplies.

      About 16% of Germany’s chemicals imports arrive by ship via the Suez canal and the chief economist for the association of German chemicals and pharmaceuticals producers VCI, Henrik Meincke, said they would be affected with every day of blockage.

      The owner and insurers face claims totalling millions of dollars even if the ship is refloated quickly, industry sources said on Wednesday. Shoei Kisen said the hull insurer of the group is MS&AD Insurance Group while the liability insurer is UK P&I Club.

    • Canal de Suez : le navire débloqué ce samedi soir ? - Monde - Le Télégramme

      Le porte-conteneurs est bloqué depuis mardi dans le canal de Suez.
      Photo EPA

      Le navire qui empêche la navigation sur le canal de Suez depuis mardi pourrait être débloqué ce samedi soir, a déclaré son propriétaire.

      Yukito Higaki, le propriétaire du porte-conteneurs qui obstrue depuis mardi le canal de Suez, a dit avoir bon espoir que le navire soit débloqué dès ce samedi soir, alors que des jours voire des semaines étaient précédemment évoqués. « Nous sommes en train d’éliminer les sédiments, avec des outils de dragage supplémentaires », a déclaré vendredi Higaki, le président de la compagnie japonaise Shoei Kisen. Il a dit espérer un déblocage du Ever Given pour « demain (samedi) soir », c’est-à-dire dans la nuit de samedi à dimanche au Japon. « Le navire ne prend pas l’eau. Il n’y a aucun problème avec ses gouvernails et ses hélices. Une fois qu’il aura été renfloué, il devrait pouvoir fonctionner », a ajouté le dirigeant.

      10 % du commerce maritime international
      La société mandatée pour le « sauvetage » de l’Ever Given s’était auparavant montrée plus prudente, évoquant « des jours voire des semaines » pour assurer le déblocage du navire et la reprise du trafic sur le canal qui voit passer 10 % du commerce maritime international, selon des experts.

      Depuis mercredi, l’Autorité égyptienne du canal de Suez (SCA) tente de dégager ce navire de plus de 220 000 tonnes et d’une longueur équivalente à quatre terrains de football, coincé dans le sud du canal, à quelques kilomètres de la ville de Suez. Une opération menée vendredi par la SCA avec l’aide de remorqueurs « n’a pas réussi », a indiqué la Bernhard Schulte Shipmanagement (BSM), compagnie basée à Singapour qui assure la gestion technique du navire. « Deux remorqueurs (égyptiens) supplémentaires de 220 à 240 tonnes » doivent arriver d’ici dimanche pour une nouvelle tentative, selon cette société.

    • Mega-ship in Suez Canal moved ’80%’ in right direction

      The Ever Given was turned away from the bank of Suez Canal on Monday, raising hopes it could be soon be refloated

      la poupe a pu être dégagée, semble-t-il.
      il va falloir hâler fort en arrière pour dégager la proue (et le bulbe, bien planté…)

    • MV Ever Given Partially Refloated in Suez; Ship Still Blocking Canal – gCaptain

      Screen shot shows the position of the MV Ever Given following reports that the ship had been refloated. Taken Mar 23, 04:17 UTC.
      Credit: VesselFinder.com

      The giant container ship blocking the Suez Canal has been at least partially refloated, the first step toward getting one of the world’s most important trade arteries moving again.

      The Ever Given was successfully refloated at about 4:30 a.m. local time in Egypt and the vessel is currently being secured, maritime services provider Inchcape Shipping Services said in an email. It followed a new attempt to dislodge the ship involving 10 tug boats, according to the Suez Canal Authority.

      There was no immediate clarity on the crucial question of when traffic in the canal will restart. The ship has a damaged hull and it’s not clear how soon it will be able to clear the way for other vessels to pass.

  • Experimental City: The Sci-Fi Utopia That Never Was - Bloomberg

    To forestall the continuing growth of cities as “cancerous organisms,” the Minnesota Experimental City (MXC) was conceived in the mid-1960s by epochal technologist Athelstan Spilhaus. A modular settlement of 250,000 people or more, the city was to be powered by clean energy and run on public transit. Experimental City would be a tabula rasa—a place to begin anew, free from the constraints and compromises of past cities, located in the remote marshlands of northern Minnesota.

    Spilhaus could be gruff, but maintained a patrician air, expressed in his decades-running “Our New Age” comic strip, which confidently proclaimed science fiction to be science fact just around the corner. To advance the cause, he gathered around him a progressive cadre of experts including Buckminster Fuller and civil rights pioneer Whitney Young. The world they outlined was startlingly prescient.

    #urban_matter #utopie #ville #urbanité

  • Tesla (TSLA), Cloudfare (NET) Breached in Verkada Security Camera Hack

    A group of hackers say they breached a massive trove of security-camera data collected by Silicon Valley startup Verkada Inc., gaining access to live feeds of 150,000 surveillance cameras inside hospitals, companies, police departments, prisons and schools. Companies whose footage was exposed include carmaker Tesla Inc. and software provider Cloudflare Inc. In addition, hackers were able to view video from inside women’s health clinics, psychiatric hospitals and the offices of Verkada (...)

    #Tesla #CCTV #données #vidéo-surveillance #hacking #surveillance

  • #Covid-19 Coronavirus Antibody GlaxoSmithKline (GSK), Vir Biotech Fights Variant - Bloomberg

    The trial was focused on the early treatment of non-hospitalized Covid-19 patients at high risk of being admitted and is one of a number Glaxo and Vir are conducting using this monoclonal antibody. Enrollment in another study looking at the effects of VIR-7831 in hospitalized patients was stopped last week after the data raised concerns about the potential benefit.


  • Un groupe de pirates annonce avoir craqué le système du fabricant de systèmes de #vidéo_surveillance #Verkada et commencerait à diffuser des vidéos. Si c’est vrai, c’est important car Verkada avait beaucoup de clients importants, des services de police, Cloudflare, etc.


    Aucune réponse de Verkada pour l’instant.

  • Feminist City. Claiming Space in a Man-Made World

    Feminist City is an ongoing experiment in living differently, living better, and living more justly in an urban world

    We live in the city of men. Our public spaces are not designed for female bodies. There is little consideration for women as mothers, workers or carers. The urban streets often are a place of threats rather than community. Gentrification has made the everyday lives of women even more difficult. What would a metropolis for working women look like? A city of friendships beyond Sex and the City. A transit system that accommodates mothers with strollers on the school run. A public space with enough toilets. A place where women can walk without harassment.

    In Feminist City, through history, personal experience and popular culture Leslie Kern exposes what is hidden in plain sight: the social inequalities built into our cities, homes, and neighborhoods. Kern offers an alternative vision of the feminist city. Taking on fear, motherhood, friendship, activism, and the joys and perils of being alone, Kern maps the city from new vantage points, laying out an intersectional feminist approach to urban histories and proposes that the city is perhaps also our best hope for shaping a new urban future. It is time to dismantle what we take for granted about cities and to ask how we can build more just, sustainable, and women-friendly cities together.


    #féminisme #femmes #villes #urban_matter #TRUST #master_TRUST #livre #Leslie_Kern #espace_public #ressources_pédagogiques #gentrification #travail #maternité #toilettes #harcèlement_de_rue #inégalités #intersectionnalité

  • Where Did the #Covid-19 Coronavirus Come From? Wuhan? Bats? Food Market? - Bloomberg

    What are the hypotheses?

    Scientists involved in the WHO-led mission identified four main ones:

    the virus spilled over to humans directly from an animal reservoir;

    the virus spilled over via an “intermediary” host species in which it may have undergone some adaptation, making it better suited to infecting humans and spreading from person to person;

    the virus was introduced via the food chain by contaminated food or packaging;

    the virus emerged as a result of a laboratory-related accident.

    Their initial findings suggest that an intermediary host species is the most likely pathway. Since no such animal or animals have so far been found, they said more research is required, including into the potential role that the trade in animals, animal products and frozen or refrigerated products might have played.

  • The Accidental Revelations of Sanborn Maps - Bloomberg


    Daniel A. Sanborn created these maps for one, very specific (and kind of dry) reason: to provide insurers a catalogue of city structures that could be fire risks. But over the years, these maps came to serve another purpose. Flipping through a series of maps of the same location, you can see mushrooming buildings, shops, and churches and deduce who lived, worked, and prayed in these structures. So, apart from insurance companies, historians, genealogists, and scholars started looking them them up for the moving pictures of urban growth that they offered.

    “It was accidental in some respect,” says Chris Genovese, general manager at Sanborn, which still offers mapping services with updated technology. When they started the maps, they had never imagined they would be of use to anyone else but their insurance-company patrons.

    #cartographie #cartoexperiment #cartographie_des_risques #washington_DC

  • Mapping the Segregation of Minneapolis - Bloomberg


    Before it was torn apart by freeway construction in the middle of the 20th century, the Near North neighborhood in Minneapolis was home to the city’s largest concentration of African American families. That wasn’t by accident: As far back as the early 1900s, racially restrictive covenants on property deeds prevented African Americans and other minorities from buying homes in many other areas throughout the city.

    In 1948, the U.S. Supreme Court ruled that such racial covenants were unenforceable. But the mark they made on America’s neighborhoods lived on: By excluding minorities from certain parts of a city and concentrating them elsewhere, these racist property clauses established enduring patterns. They were reinforced by redlining, a discriminatory home lending practice promulgated by real estate agents and federal housing programs in the 1930s; later, urban planning decisions on highways and other infrastructure projects followed the lines inscribed by decades-old covenants.

    #discrimination #racisme #états-unis #cartoxperiment #cartographie

  • Coronavirus: Noruega desaconseja la vacuna en mayores de 80 años de edad y pacientes terminales

    Los funcionarios noruegos dijeron que de todos los vacunados hasta ahora, 29 personas sufrieron efectos secundarios, 23 de ellos fatales

    El Instituto Noruego de Salud Pública advirtió que las vacunas contra el coronavirus pueden ser riesgosas para los mayores de 80 años de edad y pacientes con enfermedades terminales.

    Los funcionarios noruegos dijeron que de todos los vacunados hasta ahora, 29 personas sufrieron efectos secundarios, 23 de ellos fatales. Todos los decesos se produjeron en hogares para ancianos y todos eran mayores de 80 años de edad. Fiebre y náuseas podrían “haber provocado la muerte de algunos pacientes débiles”, dijo Sigurd Hortemo, en el primer informe de la agencia sobre los efectos secundarios.

    Más de 30.000 personas recibieron la primera dosis de la vacuna de Pfizer o Moderna en el país escandinavo desde fines de diciembre, de acuerdo con las cifras oficiales.

    No estamos alarmados por esto. Está bastante claro que estas vacunas tienen muy poco riesgo, con una pequeña excepción en el caso de los pacientes más débiles”, dijo el director médico de la agencia, Steinar Madsen, a la emisora NRK.

    Para aquellos con fragilidades severas, incluso los efectos secundarios relativamente leves de la vacuna pueden tener graves consecuencias“, dijo el Instituto Noruego de Salud Pública. “Para aquellos que tienen una expectativa de vida muy corta, de todos modos el beneficio de la vacuna puede ser marginal o irrelevante”.

    • Covid Vaccine Deaths Rise in Norway Among Older People - Bloomberg

      •Death count raised, age threshold lowered from initial report
      • Country suggests vaccines may be too risky for the elderly

      Norway expressed increasing concern about the safety of the Pfizer Inc. vaccine on elderly people with serious underlying health conditions after raising an estimate of the number who died after receiving inoculations to 29.

      The latest figure adds six to the number of known fatalities in Norway, and lowers the age group thought to be affected to 75 from 80. While it’s unclear exactly when the deaths occurred, Norway has given at least one dose to about 42,000 people and focused on those considered most at risk if they contract the virus, including the elderly.

      Until Friday, the vaccine produced by Pfizer and BioNTech SE was the only one available in Norway, and “all deaths are thus linked to this vaccine,” the Norwegian Medicines Agency said in a written response to Bloomberg on Saturday.

      There are 13 deaths that have been assessed, and we are aware of another 16 deaths that are currently being assessed,” the agency said. All the reported deaths related to “elderly people with serious basic disorders,” it said. “Most people have experienced the expected side effects of the vaccine, such as nausea and vomiting, fever, local reactions at the injection site, and worsening of their underlying condition.

      Official reports of allergic reactions have been rare as governments rush to roll out vaccines to try to contain the global pandemic. U.S. authorities reported 21 cases of severe allergic reactions from Dec. 14-23 after administration of about 1.9 million initial doses of the Pfizer vaccine. The first Europe-wide safety report on the Pfizer-BioNTech vaccine is due to be published at the end of January.

  • Facebook Joined by Human Rights Groups to Fight Spyware Maker

    A coalition of human rights and press freedom groups have filed a brief supporting Facebook Inc.’s lawsuit against the Israeli surveillance technology company NSO Group, arguing that the “very core of the principles that America represents” are at stake in the case. Facebook last year initiated the lawsuit against NSO Group, accusing the company of reverse-engineering WhatsApp and using the popular chat service to send spyware to the devices of approximately 1,400 people, including attorneys, (...)

    #Cisco #Google #Microsoft #NSO #Facebook #WhatsApp #Pegasus #hacking #surveillance #écoutes #AccessNow #Amnesty (...)