country:malaysia

  • #MH370 four years on: until the plane is found, theories run wild | World news | The Guardian
    https://www.theguardian.com/world/2018/mar/23/mh370-four-years-on-the-main-theories-on-what-happened-to-the-plane

    In the vacuum of information, theories – some more likely than others – have sprung up. These are the four main contenders:

    Mass hypoxia event
    The official theory, adopted by both the Malaysian government and the Australian Transport Safety Bureau, is that the passengers and crew of MH370 were incapacitated by an unknown “unresponsive crew/ hypoxia event”. Hypoxia is a deficiency of oxygen.
    […]
    Fire or accident
    In the immediate aftermath of the disappearance, former pilot Christopher Goodfellow speculated that an electrical fire broke out on board. He said this explained the first turn towards Malaysia as Shah was searching for an emergency landing strip. He believes the fire then incapacitated Shah and the cabin crew, leaving the plane to fly south on autopilot.

    Patrick Smith, another pilot, has cast doubt on the fire theory, saying it was unlikely MH370 could have continued for six hours on autopilot after a major fire. Officials believe Shah was unconcious, but have not offered any theories as to why or when this occurred.
    […]
    The rogue pilot
    Byron Bailey, a former RAAF trainer and captain with Emirates, believes the plane was under the control of its captain as part of a deliberate descent into the Indian Ocean.

    This would radically alter the current search operation – and potentially explain why the plane has not been found. Current and previous searches assumed the plane dived steeply and suddenly, with nobody at the helm, near the location of the seventh handshake.

    But if Shah was conscious, he could have manoeuvred the plane in a long, slow glide, travelling almost 200km further south. This also would have kept the plane more intact, with less debris.
    […]
    A northern landing
    Yet another theory says the plane is not near Australia at all, but rather to the north of Malaysia.

    This theory stems from the way satellite data is calculated. After MH370 turned back towards Malaysia, its last known military radar point showed it travelling slightly north-west towards India.

    Bonus…

    Photo evidence
    Other armchair investigators have claimed to have discovered photo evidence of debris that places MH370 in various other locations, but all have been discredited.

    On Monday, Peter McMahon, an Australian investigator, told the Daily Star he had discovered the plane on Google Maps near Mauritius and submitted photo evidence to the ATSB.

    But the ATSB pointed out his images were more than 10 years old and predated the plane’s disappearance.

    The images sent to ATSB by Mr McMahon were captured on 6 November 2009, more than four years before the flight disappeared,” a spokesperson for the ATSB said.

    • L’ancien premier ministre malaisien y rajoute sa propre hypothèse… Prise de contrôle à distance

      Possible that MH370 was taken over remotely, says #Mahathir, SE Asia News & Top Stories - The Straits Times
      http://www.straitstimes.com/asia/se-asia/possible-that-mh370-was-taken-over-remotely-says-mahathir

      Missing flight MH370 might have been taken over remotely in a bid to foil a hijack, Malaysia’s former leader Mahathir Mohamad said, reviving one of the many conspiracy theories surrounding its disappearance.
      […]
      Tun Dr Mahathir, 92, who is leading an opposition bid to topple Prime Minister Najib Razak in elections due this year, said he did not believe Kuala Lumpur was involved in any cover-up.

      But he told The Australian newspaper in an interview that it was possible the plane might have been taken over remotely.

      It was reported in 2006 that Boeing was given a licence to operate the takeover of a hijacked plane while it is flying so I wonder whether that’s what happened,” said Dr Mahathir.

      The capacity to do that is there. The technology is there,” he added of his theory.

      Reports say Boeing in 2006 was awarded a US patent for a system that, once activated, could take control of a commercial aircraft away from the pilot or flight crew in the event of a hijacking.

      There is no evidence it has ever been used in airliners due to safety concerns.

  • Monuments to the work of Bangladeshi migrants

    An estimated 9.4m Bangladeshis have left the country to seek employment abroad. Their experiences are being chronicled in poetry and art.

    Diana Campbell Betancourt, the artistic director and chief curator of the Dhaka Art Summit, says that “one cannot understand Bangladesh without considering these workers.” All too often, they are abused and overworked, treated as slaves or indentured servants. “These workers give so much with their labour, and they need to be seen as more than just bodies,” she says. The Dhaka summit shows that they are not only more than bodies, fully human, but artists, too.

    Kamruzzaman Shadhin, a Bangladeshi artist, collected the abandoned clothes of Bangladeshis who were illegally trafficked into Malaysia and Thailand, tapping an internal migrant community in Thakurgaon to stitch them together into a giant patchwork quilt (pictured, top). Liu Xiaodong, a Chinese artist, paints portraits of migrant workers in a medium often reserved for powerful patrons. In one, a bearded man looks over his shoulder with a wary face and a cigarette in his mouth against a blue background (pictured). In another, a gaunt man with sunken cheeks is a picture of exhaustion, his eyes bloodshot from working long hours. Mr Liu’s work humanises these workers, but does not glamourise their suffering.

    Et de la #poésie :

    Mr Khokan never strayed from his writing roots, and needed a way to express his experiences in a creative manner. He founded Amrakajona (“We Are” in Bengali) as a group for Bengali migrant workers interested in poetry, as well as another poetry group, Singapore Bengali Literature. The Dhaka Art Summit, which ran from February 2nd-10th in the dusty, congested Bangladeshi capital, showcased poetry from members of Singapore Bengali Literature. Mr Khokon read “Pocket 2”, a lament for his wife and their forced separation:

    I remember when I returned this time
    my heart dissolved in your tears
    The pocket of my shirt was wet
    Reaching the end of my memories
    I wear that shirt every night
    and write love poems to you

    MD Sharrif Uddin, another poet, addressed the invisibility of the migrant worker directly:

    Though my tears satisfy the thirst of the city,
    It will forget me by and by!
    But like the waters on the high waves of the river,
    I’ll survive and I’ll be there.
    The sweat of my tired body has
    Become the moisture of the city,
    and in this moisture, I’ll survive.
    I live forever.

    https://www.economist.com/blogs/prospero/2018/02/constructing-identities?fsrc=scn/tw/te/bl/ed/monumentstotheworkofbangladeshimigrantsconstructingidentities
    #migrants_bangladais #migrations #travailleurs_étrangers #monument #art #esclavage_moderne (ping @reka) #exploitation #exil #poésie
    cc @isskein

  • Booming Asian Gas Demand Ripples All the Way to Norway - Bloomberg
    https://www.bloomberg.com/news/articles/2018-02-12/booming-asian-gas-demand-ripples-all-the-way-to-norway

    Asia’s rapacious thirst for liquefied natural gas is sucking supplies from surprising places. 

    China to Japan and South Korea are paying top dollar for the super-chilled fuel. The pull is so strong that Norway’s Statoil ASA, which usually exports most of its LNG to Europe, is shipping a rare cargo east. It plans to send more.

    Asia gets most of its LNG from Australia, including from the giant Gorgon project on the country’s northwest coast. Malaysia, Papua New Guinea and Indonesia are also big suppliers.

    Statoil’s tanker, the Arctic Aurora, due in South Korea this week shows how the LNG market is becoming global, with more cargoes traveling long distances from the Atlantic to the Pacific region as China leads a landmark shift to burning gas instead of coal. For Statoil, it’s a chance to squeeze a little more profit from its overall gas production that’s already near full capacity.

  • India strengthens ties with ASEAN countries - World Socialist Web Site
    https://www.wsws.org/en/articles/2018/02/05/asea-f05.html

    Late last month Indian Prime Minister Narendra Modi hosted leaders from all 10 members of the Association of Southeast Asian Nations (ASEAN), in a clear move to strengthen Delhi’s geo-strategic and economic ties and counter China’s growing influence in the region.

    ASEAN leaders were the chief guests at the Indian Republican Day celebrations on January 26, having attended an India-ASEAN Commemorative Summit a day earlier. Modi also held bilateral talks in New Delhi with each ASEAN country leader—from Vietnam, Malaysia, Indonesia, Singapore, Myanmar, the Philippines, Thailand, Brunei, Laos and Cambodia.

    #inde #anase #asean #Integration_économique

  • Mexico Awards 19 Deep-Water Blocks in Oil Auction
    https://www.morningstar.com/news/dow-jones/TDJNDN_2018013115052/mexico-awards-19-deepwater-blocks-in-oil-auction.html

    Mexico awarded exploration rights to 19 oil blocks in the Gulf of Mexico Wednesday, drawing a range of international oil investors in the second major deep-water auction since the country opened its energy industry to foreign investment in 2013.

    Royal Dutch Shell PLC, the world’s second-largest non-state oil company, was the most aggressive bidder, winning nine of the 19 blocks awarded, four of them alone, four in consortium with Qatar Petroleum International Ltd. and one alongside Mexican state oil company Petróleos Mexicanos.

    PC Carigali, a subsidiary of Malaysia’s Petronas, was involved in six winning bids, the Qatari state oil company in five, and Pemex in four winning bids.

  • Biofuel boost threatens even greater deforestation in Indonesia, Malaysia: Study
    https://news.mongabay.com/2018/01/biofuel-boost-threatens-even-greater-deforestation-in-indonesia-malay

    Global demand for biofuels containing palm oil looks set to grow sixfold by 2030, potentially driving the destruction of Southeast Asian rainforests the size of the Netherlands, a new report warns.

    Biofuel policies in place or proposed by Indonesia and China, as well as the aviation industry, could push their consumption alone to 45.6 million tons by 2030, according to the report commissioned by Rainforest Foundation Norway.

    “As we approach 2020, many biofuel policies are being reassessed and renegotiated,” report author Chris Malins, a biofuels policy expert, said in an email. “So this seemed the right time to look at what the best and worst scenarios were for the impact of biofuel policy on deforestation in Southeast Asia for the next decade.”

    Driving deforestation
    The impact of expanding palm oil demand through biofuel policy
    https://d5i6is0eze552.cloudfront.net/documents/Publikasjoner/Andre-rapporter/Cerulogy_Driving-deforestation_Jan2018.pdf?mtime=201801222

    #agrocarburant #industrie_palmiste #déforestation #forêt

  • Harvard Design Magazine: Built on Sand: Singapore and the New State of Risk

    http://www.harvarddesignmagazine.org/issues/39/built-on-sand-singapore-and-the-new-state-of-risk

    n June 2014, drivers crossing the causeway between Singapore and Johor, Malaysia, began to notice something strange. A slender sandbar, which had long stood in the middle of the narrow straits, had started to grow, and was slowly inching toward Singapore. Construction vehicles had arrived, and small barges passed continuously, dumping load after load of sand into the water. Newspapers soon reported that this expanding mound was to become the site of Forest City, a 2,000-hectare high-rise housing development jutting out from the Malaysian port of Tanjung Pelepas. As this privately funded project crept toward Singapore’s national border, the security state doubtlessly felt violated. In response, Prime Minister Lee Hsien Loong requested that the Malaysian government halt work on the project, and threatened to file a complaint with the International Tribunal for the Law of the Sea in Hamburg.

    #singapour #land_reclamation #sable #extension_urbain

  • Cryptocurrency fans set off on cruise before bitcoin sank, Companies & Markets News & Top Stories - The Straits Times
    http://www.straitstimes.com/business/companies-markets/cryptocurrency-fans-set-off-on-cruise-before-bitcoin-sank

    When 600 cryptocurrency enthusiasts set sail from Singapore on Monday night for their second annual #Blockchain_Cruise, the price of bitcoin was hovering comfortably above US$13,500.

    By the time their 1,020ft-long ship pulled into Thailand on Wednesday, for an afternoon of bottomless drinks and crypto-focused talks on a sun-soaked private beach, bitcoin had cratered to US$10,000.

    The group consisted largely of young men, many of whom became wildly rich - at least on paper - as bitcoin and other digital tokens skyrocketed last year. In all likelihood, they had just lost millions.

  • U.S. Firm Ocean Infinity Says it’s Hopeful of Getting #MH370 Search Contract Soon – gCaptain
    http://gcaptain.com/u-s-firm-ocean-infinity-says-its-hopeful-of-getting-mh370-search-contract-


    Ocean Infinity’s vessel Seabed Constructor serves as host for six AUVs to conduct its seabed survey. Photo: Swire Seabed/Ocean Infinity

    U.S.-based seabed exploration firm Ocean Infinity on Wednesday said it was moving a vessel closer to a possible search area for missing Malaysia Airlines flight MH370 as it soon expects to be awarded a contract by Malaysia to resume the search.

    The disappearance of the aircraft en route from Kuala Lumpur to Beijing in March 2014 with 239 people aboard ranks among the world’s greatest aviation mysteries. Australia, China and Malaysia ended a fruitless A$200-million ($156.62 million) search in January last year.

    But in October, Malaysia said it was in talks with Ocean Infinity to resume the search on a “no-cure, no-fee” basis, meaning it will only get paid if it finds the plane.

  • Egypt : The Escape Portal

    Egypt has been considered a destination country for migrants, asylum seekers and refugees from various Arab Mashreq countries and some African countries, as well as an important transit point in the Mediterranean region due to political instability, conflicts and civil wars in their homelands. Since mid-2013, as a result of the political crisis in Egypt, asylum seekers and refugees remain subject to numerous abuses and attacks. In 2013, the number of arrests of displaced Syrian and Palestinian refugees increased tremendously. According to the #Egyptian_Initiative_for_Personal_Rights (#EIPR), from August 2013 to September 2014 more than 6,800 Syrians, including at least 290 children, were arrested and detained. More than 1,200 refugees were forced to leave Egypt and travel to countries such as Turkey, Malaysia or Lebanon under the threat of detention. On 8 July 2014, the Egyptian government imposed additional measures restricting the entry of Syrians to the country, requiring them to obtain a #visa and prior security approval. Because of this, approximately 476 Syrians were deported or denied access to Egyptian territory in the same month. The Egyptian Foreign Minister announced that these measures are temporary and will have no effect on the support afforded to Syrians in Egypt. However, the wave of violence and attacks on Syrian asylum seekers and refugees was reignited after allegations that they were supporters of the Muslim Brotherhood and former President Mohamed Morsi.

    https://www.law.ox.ac.uk/research-subject-groups/centre-criminology/centreborder-criminologies/blog/2017/12/egypt-escape
    #asile #migrations #réfugiés #Egypte #détention_administrative #rétention #frontières #fermeture_des_frontières

  • In Asia’s Fattest Country, Nutritionists Take Money From Food Giants - The New York Times
    https://www.nytimes.com/2017/12/23/health/obesity-malaysia-nestle.html

    The research exemplified a practice that began in the West and has moved, along with rising obesity rates, to developing countries: deep financial partnerships between the world’s largest food companies and nutrition scientists, policymakers and academic societies.
    Continue reading the main story
    Planet Fat
    Articles in this series are exploring the causes and the consequences of rising obesity rates around the world.

    A Nasty, Nafta-Related Surprise: Mexico’s Soaring Obesity
    DEC 11
    She Took On Colombia’s Soda Industry. Then She Was Silenced.
    NOV 13
    The Global Siren Call of Fast Food
    OCT 2
    Obesity Was Rising as Ghana Embraced Fast Food. Then Came KFC.
    OCT 2
    As Global Obesity Rises, Teasing Apart Its Causes Grows Harder
    SEP 17

    See More »
    Photo
    Dr. Tee E Siong, in front of a restaurant menu at a mall outside Kuala Lumpur, heads the Nutrition Society of Malaysia, which is financed in large part by some of the world’s largest food companies. Credit Rahman Roslan for The New York Times

    As they seek to expand their markets, big food companies are spending significant funds in developing countries, from India to Cameroon, in support of local nutrition scientists. The industry funds research projects, pays scholars consulting fees, and sponsors most major nutrition conferences at a time when sales of processed foods are soaring. In Malaysia sales have increased 105 percent over the past five years, according to Euromonitor, a market research company.

    Similar relationships have ignited a growing outcry in the United States and Europe, and a veritable civil war in the field between those who take food industry funding and those who argue that the money manipulates science and misleads policymakers and consumers. But in developing countries, where government research funding is scarce and there is less resistance to the practice, companies are doubling down in their efforts.

    But some nutritionists say Malaysia’s dietary guidelines, which Dr. Tee helped craft, are not as tough on sugar as they might otherwise be. They tell people to load up on grains and cereals, and to limit fat to less than 20 to 30 percent of daily calories, a recommendation that was removed from dietary guidelines in the United States in 2015 after evidence emerged that low-fat diets don’t curb obesity and may contribute to it.

    Corporate funding of nutrition science in Malaysia has weakened the case against sugar and processed foods, said Rohana Abdul Jalil, a Harvard-trained diet expert based in the rural state of Kelantan, where obesity is as high as in the biggest cities.

    “There’s never been an explicit, aggressive campaign against sugar,” she said.

    #Nutrition #Conflit_intérêt #Malaysie #Nestlé

  • Palm oil’s ecological footprint extends to distant forests, study finds
    https://news.mongabay.com/2017/12/palm-oils-ecological-footprint-extends-to-distant-forests-study-finds

    Palm oil, a leading driver of tropical deforestation, may be also wreaking enormous damage on forests well outside established plantation areas, a new study has found.

    The study, published Dec. 20 in Nature Communications, focuses on two decades’ worth of ecological data from Malaysia’s Pasoh Research Forest, a 6-square-kilometer (2.3-square-mile) patch of protected primary rainforest surrounded by oil palm plantations. It found that the forest had been heavily degraded, with the number of understory vegetation — small trees and shrubs that grow between the forest canopy and forest floor — declining by more than 50 percent over the period studied.

    https://www.nature.com/articles/s41467-017-01920-7

    #industrie_palmiste #Malaisie

  • Saudi Arabia’s Footprints in Southeast Asia | The Diplomat
    https://thediplomat.com/2017/10/saudi-arabias-footprints-in-southeast-asia

    A 2016 New York Times report noted that Saudi teachings have “shifted the religious culture in a markedly conservative direction” in Southeast Asia. One has to look no further than the recent case of a launderette in Johor, Malaysia declaring that it would only serve Muslim customers for proof of increasing Islamization. Only at the behest of the Sultan of Johor did the launderette owner apologize and reverse the exclusive policy. The incident so concerned Malaysia’s nine sultans that they issued a rare statement a few days later, saying that such actions “can undermine the harmonious relations among the people of various races and religions” and that “[u]nity among Malaysia’s multi-ethnic and multi-religious people is key to ensuring the country’s ongoing stability.”

    Similarly, in Indonesia, the contentious election of Anies Baswedan as Jakarta governor in April 2017, in part due to the support of hardline Muslim groups, demonstrates their growing significance in the world’s largest Muslim country. Douglas Ramage of the public policy consultancy BowerGroupAsia told The Diplomat that the influence of more moderate Islamic institutions in Indonesia like Muhammadiyah and Nahdlatul Ulama “has waned a bit.” Even Jokowi himself was criticized by the Ulema Council’s deputy secretary-general for saying that “politics and religion should be well separated so that people could differentiate between political and religious matters.” With the fresh injection of Saudi funds, the growing conservatism in the region looks likely to continue.

    Najib’s diatribe against Myanamr’s Aung San Suu Kyi was one window into how ASEAN leaders have had to respond to this cultural development. If religiously-driven voters are to serve as a key part of Najib’s base, he will likely continue to position himself as a defender of Muslims across the region, awakening a heretofore dormant force in Southeast Asian relations that will outlive his tenure. This will probably cause significant tensions with countries where sizable Muslim minorities are present, including Myanmar, the Philippines, Singapore, and Thailand. These countries are already on edge after a spate of recent attacks and foiled terrorist plans, and they will certainly advocate for the Muslim-majority countries to embrace a more moderate brand of Islam.

    Finally, Najib’s diatribe was bizarre given ASEAN’s steadfast adherence to the principle of non-interference in other member states’ affairs. ASEAN’s founders were explicit in their insistence that each state should be given the latitude to govern as they saw fit, stemming from a desire to send a message to the then-superpowers, the Soviet Union and the United States, that sovereignty was sacrosanct. In this instance, Najib was able to evoke a response from Myanmar and ASEAN but it sets a dangerous precedent.

    Saudi Arabia’s engagement with Southeast Asia signals the uncertainty and instability characteristic of today’s global order. With the United States absolving itself of international leadership and calling into question the very tenets of the postwar world, a host of state actors have devised various means to protect their nations’ interests, including other Middle Eastern states. Saudi Arabia is no different in that respect but its renewed engagement – and the increasing religious influence it wields as a result – poses difficult questions for an already-weakened ASEAN.

    #Asie_du_sud-est #Arabie_saoudite #wahabbisme

  • Maritime #Piracy Down in 2017 (and Other Key Takeaways From IMB’s Latest Piracy Report) – gCaptain
    http://gcaptain.com/maritime-piracy-down-in-2017-and-other-key-takeaways-from-imbs-latest-pira

    Global maritime piracy has so far declined in 2017 compared to 2016 with a total of 121 incidents of piracy and armed robbery against ships reported in the first nine months of this year, according to the International Chamber of Commerce’s (ICC) International Maritime Bureau’s (#IMB) latest quarterly report on maritime piracy.

    The flagship global report notes that, while piracy rates were down compared to the same period in 2016, there is continuing concern over attacks in the Gulf of Guinea and in South East Asia. The increase in attacks off the coast of Venezuela and other security incidents against vessels off Libya – including an attempted boarding in the last quarter – highlights the need for vigilance in other areas. In total, 92 vessels were boarded, 13 were fired upon, there were 11 attempted attacks and five vessels were hijacked in the first nine months of 2017.

    Résumé en 4 points (3 premiers trimestres 2017)
    https://www.icc-ccs.org/index.php/1237-4-takeaways-from-the-imb-s-latest-global-piracy-report

    1. Malaysia’s success story
    2. Nigeria remains risky
    3. An uptick in violence off Venezuela
    4. Tackling piracy is a team effort

    rapport de l’IMB sur la #piraterie (sur demande)
    https://www.icc-ccs.org/index.php/1237-4-takeaways-from-the-imb-s-latest-global-piracy-report

  • OPEC Chief Says Floating Storage Is Shrinking - Bloomberg
    https://www.bloomberg.com/news/articles/2017-10-09/opec-chief-says-floating-storage-shrinking-as-market-rebalances

    Crude oil in floating storage is declining, showing that the market is rebalancing, OPEC Secretary-General Mohammad Barkindo said.

    Crude in tankers has fallen by an estimated 40 million barrels this year, according to a transcript of a speech delivered by Barkindo on Monday. The drop has been helped by the return of backwardation — when near-term prices are higher than those in later months, indicating tighter supply.

    This trend will obviously make it unprofitable to continue to store crude,” Barkindo said.

  • Yemen War Archives and Reports

    http://www.yemenwar.info

    The Saudi kingdom and its coalition declared a war against Yemen on March 26, 2015. The coalition members included: Saudi, UAE, USA, UK, Qatar, Bahrain, Kuwait, Jordan, Egypt, Morocco, Senegal and Sudan. Other countries provided their support to the coalition through the sale of weapons, logistical and/or intelligence services. These include: France, Malaysia, Djibouti, Eritrea, Somalia, Spain, Germany, Canada and Australia.

    #yémen #arabie_saoudite

  • Rohingya children in Malaysia, an undocumented life | | Al Jazeera
    http://www.aljazeera.com/indepth/inpictures/2016/06/rohingya-children-malaysia-undocumented-life-160620042659161.html

    La contribution date de juin 2016. Les photos sont magnifiques.

    Kuala Lumpur, Malaysia - Many of the approximately 150,000 (PDF) Rohingya who live in Malaysia came here hoping to be relocated to other countries through UNHCR programmes, but some of them have made Malaysia their home, despite the fact that they have no legal status and face many hardships as a result.

    Many Rohingya refugee children are born in Malaysia, and remain stateless owing to the undocumented status of their parents.

    According to Chia Wei, founder of The Berani Project, the main consequences of this undefined status and lack of identification documents is that the children are “cut off [from] the basic child’s rights to education [and] healthcare.”

    The Berani Project is a social enterprise advocating and creating opportunities for the Rohingya communities and other marginalised people in Kuala Lumpur. Wei explains that “many [children] are forced to work from a young age to help their families”.

    #rohingyas #malaisie

  • IMO Issues New Warning on Bauxite Cargoes – gCaptain
    http://gcaptain.com/imo-issues-new-warning-on-bauxite-cargoes

    According to their report, the group found that certain forms of bauxite with a large proportion of smaller particles could be subject to a newly-identified phenomenon of “dynamic separation” when there is excess moisture in the cargo.

    In such conditions, a liquid slurry (water and fine solids) can form above the solid material, according to the report. The resulting free surface effect of liquid “sloshing about” could significantly affect the vessel’s stability, leading to the risk of the ship capsizing.
    […]
    The circular requests that extreme care and appropriate action be taken, taking into account the provisions of relevant IMO instruments, when handling and carrying bauxite in bulk.

    Ah, ben c’est pas cool, dans certaines conditions d’humidité, une partie de la bauxite transportée en vrac (ses conditions habituelles de transport) peut se liquéfier. Se créent ainsi les conditions de #carène_liquide qui rend le navire instable et peut provoquer un chavirement.

    C’est ce qui est arrivé au MV Bulk Jupiter


    MV Bulk Jupiter. Photo credit : Gearbulk

    In 2015, the Bahamas-flagged MV Bulk Jupiter unexpectedly sank off the coast of Vietnam while transporting 46,000 metric tons of bauxite loaded in Malaysia. All but one of the ship’s 19 crew members were lost in the accident.

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

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

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

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

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

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

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

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

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

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

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

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

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

      (outre le Fitzgerald)

    • Complètement dingue !

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

      (il me semblait avoir vu passer ce contentieux ici)


      (extrait de l’arrêt de la CIJ)

    • Serrage de boulons généralisé…

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

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

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

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

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

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

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

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

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

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

      Apparemment, la source initiale est CNN

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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


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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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


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

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

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

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

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

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

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

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

    • La Chine remet une couche…

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

      On attend le rapport préliminaire d’enquête…

  • Alibaba Cloud to Launch Data Centers in India, Indonesia | Data Center Knowledge
    http://www.datacenterknowledge.com/archives/2017/06/14/alibaba-cloud-to-launch-data-centers-in-india-indonesia

    Together with the recently announced data center in Malaysia, Alibaba Cloud will significantly increase its computing resources in Asia. When the three new facilities open, the total number of locations will grow to 17, covering mainland China, Australia, Germany, Japan, Hong Kong, Singapore, the United Arab Emirates, and the US.

    “I believe Alibaba Cloud, as the only global cloud services provider originating from Asia, is uniquely positioned with cultural and contextual advantages to provide innovative data intelligence and computing capabilities to customers in this region. Establishing data centers in India and Indonesia will further strengthen our position in the region and across the globe,” Hu said in a statement.

    #cloud_computing #Alibaba

    • Struggling UK universities warn staff of possible job cuts

      Deteriorating balance sheets and political uncertainty blamed for redundancy threats.

      Universities are warning staff to prepare for redundancies in the new year as a result of deteriorating balance sheets and lowered forecasts for student recruitment, coupled with the uncertainty of Brexit and sudden shifts in government policy.

      In recent days more than half a dozen universities have told staff there could be job cuts in 2019, including members of the research-intensive Russell Group such as Cardiff University, while others are privately bracing for cuts later in the year.

      Universities are in the midst of reporting their financial results for 2017-18 and are monitoring student applications coming in for next year. Several have been alarmed by the projections they are seeing before a 15 January deadline for undergraduates.

      Insiders say universities are more likely to cut staff because of a number of other threats in the next 12 months, including the potential effect on international students of a no-deal Brexit, as well as cuts to tuition fees in England as a result of a review of funding ordered by Theresa May that will report early next year.

      “Knee-jerk cuts to staff will harm universities’ ability to deliver high-quality teaching and research and provide the support students need. Staff are already overstretched and asking those who remain to do even more is not a sustainable strategy,” said Matt Waddup, head of policy for the University and College Union (UCU).

      “Students repeatedly say they want greater investment in their staff as a top priority, yet the proportion of expenditure spent on staff has fallen. Cutting staff will send out entirely the wrong signal to potential students. Axing educators is obscene at any time, let alone during the current uncertainty when we need our universities firing on all cylinders.”
      Guardian Today: the headlines, the analysis, the debate - sent direct to you
      Read more

      Among the group of universities that have gone public, the University of Reading told staff in an email on Monday evening that a voluntary redundancy scheme was being drawn up and would open in January.

      “I want to emphasise that voluntary redundancies are only one tool available to us,” wrote Prof Robert Van de Noort, the acting vice-chancellor, suggesting that staff should consider early retirement, reduced hours or changes to contracts to help to avoid compulsory redundancies.

      Reading’s accounts, published a few days ago, reveal that the university made a £20m loss for the financial year, including a £27m loss on its subsidiary in Malaysia. Reading’s balance sheet was brought into the black only by £36m of pension “remeasurements”.

      Van de Noort told staff: “There is no doubt that the year ahead will be difficult at times, but I am confident that as a university community we can address these difficulties and remain a leader in teaching and research in the UK and globally.”

      Despite Reading’s deficit, the previous vice-chancellor, Sir David Bell, saw his total pay rise by £10,000 to £329,000. Bell announced his departure this year and is now vice-chancellor of the University of Sunderland.

      At Cardiff, the vice-chancellor, Colin Riordan, has also written to staff telling them they will be offered voluntary redundancy from January. The university has said compulsory staff cuts “cannot be ruled out”.

      In a joint statement the Cardiff University branches of the Unite, Unison and UCU unions said: “We are astonished that Cardiff University staff are facing their third voluntary severance scheme in six years, and we are very worried that the vice-chancellor still refuses to rule out further compulsory redundancies.”

      At the University of Gloucestershire, based in Cheltenham, unions say they have been advised of more than 100 job cuts and other redundancies as a result of what the university called a “rebalancing” in challenging conditions.

      “There is a demographic fall in the number of 18-year-olds in the population, which is affecting demand for higher education, the level of tuition fees universities are permitted to charge home undergraduate students is capped by the government, and there is increasing competition for recruitment,” the university said.

      “At the same time, we are facing large increases in some of our costs, particularly external increases in what we are required to spend on staff pensions. The combined effect of these factors is that, in common with many other universities, our costs are rising faster than our income. That is not a situation we can allow to continue.”

      In Scotland, union members at Queen Margaret University in Musselburgh begin voting on Wednesday on strike action over the possibility of 40 job cuts – about 10% of its staff – although the university says it hopes to meet the number through voluntary redundancies.

      Other universities considering redundancies include Birkbeck, University of London and Bangor University in Wales.

      The university financial reporting season also reveals that some universities continue to thrive. The University of Oxford said its income topped £1.5bn for the first time in 2017-18, with an overall surplus of £150m.

      Oxford’s investments grew by £286m, which was £68m more than the previous year, while the Oxford University Press contributed a further £205m.

      The financial statements suggest the public controversy over vice-chancellors’ high rates of pay has had some effect, with many leading universities showing little or no growth in pay for their leaders.

      At the University of Manchester, where revenue topped £1bn for the first time, the total earnings of the vice-chancellor, Nancy Rothwell, fell from £306,000 to £276,000 owing to lower pension contributions.

      https://www.theguardian.com/education/2018/dec/11/struggling-uk-universities-warn-staff-of-possible-job-cuts

    • Bitter sweet citizenship: how European families in the UK cope with Brexit

      About 80,000 EU nationals have applied for British citizenship since the UK voted to leave the European Union. The decision has rarely been easy. On the contrary, it has often been perceived as “forced” or as an attempt to “take back control” of life amid the Brexit uncertainty, a new research has revealed.

      The contrasting feelings were highlighted in a study by “EU families and Eurochildren in Brexiting Britain”, a project by the University of Birmingham in cooperation with civil rights group the3million, Migrant Voice, and immigration barrister Colin Yeo.

      Researchers interviewed 103 families in the UK in which at least one of the partners is a non-British EU national. They wanted to understand how Brexit is impacting the decisions they make about their legal status.

      The study shows that while many are applying for naturalization, many more are still uncertain and “considering their options.” Better off and educated EU nationals from Western European countries are the most resistant to the idea of becoming British citizens as a solution to Brexit. This is especially true for Germans, “who feel like they somehow betray the European ideal in doing so,” says the report.

      Others, particularly from Eastern Europe, take a more pragmatic approach. Those who apply often do it to protect their children. But instead of being seen as “the culmination of a path to integration”, naturalisation often generates “feelings of un-belonging and of disintegration”.

      Lead author Nando Sigona, deputy director of the Institute of Research into Superdiversity at the University of Birmingham, discusses the research findings with Europe Street News.

      Why a research on families rather than individuals?

      We focused on families in which at least one of the partners is a non-British EU national because Brexit has legal implications for their rights and social implications for their choices. We wanted to explore the dilemmas these families face. For example, in a mix family ‘going back home’ is a complex issue: if you are a Polish-German couple who has met in the UK and speak English as main language, where is home? Probably in the UK.

      We also thought about their children, the next generation. Even pro-migration groups have been very utilitarian in their approach to European migrants. They say they are needed because they work hard, they are young and they contribute to the economy. I personally hate this narrative because I do not like to have a price tag on my head. And for children the situation is even more complicated: they are not productive, they use schools and services, and yet they are in the UK as legitimate residents. According to Migration Observatory, there are more than 900,000 children of EU parents (Ireland excluded) in the UK. How will British society look like in 20 or 30 years, when these children will be adult? What will be the impact of the way they have been treated? These are the questions we wanted to examine.

      Is this why the project refers to ‘Eurochildren’?

      Yes, but let’s not forget that in these families there are British nationals too. We could have called the project “British families with European heritage” and probably we would have got more attention from politicians who have a responsibility towards their citizens, those they do not treat as “others”.

      We usually refer to the 3.8 million EU nationals in the UK, according to the latest Eurostat data. But, as you say, many of them have British partners and children. How many people are really impacted by Brexit?

      It is almost impossible to know because of the way official data are collected. In case of dual nationality, the Office for National Statistics prioritises the British one so people disappear from the statistics on EU nationals. Our research also looked at the census data of the past 40 years, with children of earlier migrants now registered as British. The legacy of EU’s free movement in the UK is much larger that what people think.

      This means that no one knows how many people might or might not be protected by the withdrawal agreement – if there is one – or by the “settled status” scheme.

      The situation is so complicated. Within the same family different members may have different rights. The problem with European families is also that, when they moved to the UK, this was not part of the deal. Their legal status was not something they had to worry about. The government is now ignoring or underestimating this situation by imposing a retroactive bureaucratic monstrosity like the “settled status”. The risk is that many will be left out. The only solution would be to turn the process into a registration rather than an application, and to leave it open. Some people will be inevitably left out, but at least they won’t become unlawful.

      Based on your interviews, what has changed for these families since the Brexit vote?

      Most people feel unsettled because they failed to see Brexit coming. They did not think a majority would vote against the EU and they were not prepared for it. Secondly, they feel forced to consider their options and to make important decisions such as applying for British citizenship or leaving. The configuration of the family, for example whether or not the partners are from the same EU country, can make a difference for their opportunities. There is also a sense of being forced to define themselves. Previously mix families could reconcile their identities under a European umbrella, but Brexit is changing that. However, it is important to acknowledge that people have different feelings about the situation and to not monopolise their voices.

      Are the responses you received uniform across the UK?

      There are places where people feel more secure. London feels safer, respondents said, as a majority voted to stay in the EU, the environment does not feel hostile and there are long standing EU communities. In Scotland, the positive narrative coming from the government helped too. In contrast, people in areas with a strong leave vote felt very isolated. Outside big cities, where immigration is a fairly new phenomenon, Polish and Eastern Europeans in particular did not have established communities and social networks to support them in this hostile transition.

      Many of the people we interviewed were reflecting on neighbours and family members who voted for Brexit. It felt very personal. We heard of families avoiding Christmas meals and, in the most tragic situations, splitting up because the additional tension brought by Brexit pushed them beyond the tipping point. We have also seen tensions between parents and children, for example children asking parents not to speak their mother tongue in public or parents not speaking with their children in the native language because they do not feel safe. The Home Office and migration policies do not consider the reverberations within families of big geopolitical shifts.

      What is the approach of these families to naturalisation?

      Part of our respondents showed a lot of resistance to naturalisation. Especially those with higher social stardards do not want to be forced into it. Some who never felt the urge to become British eventually applied. Among the people who did so, there were often feelings of anger and frustration but this was seen as a strategy to secure the future of children, a sort of parental duty.

      A number of people said they have lost trust in the British government, they are sceptical about the settled status and they think naturalization is the safest option. Others want to retain the right to move freely in and out of the country: becoming British for them does not necessarily mean wanting to stay but keeping all options open for themselves and their children. A minority also said they want to be able to vote. But there are large groups who are not applying. Some cannot because their countries do not allow dual citizenship. The cost attached to the process is also a factor. There are strict eligibility criteria and the test is not easy. Citizenship is not a right: it is something you have to earn, pay for and deserve.

      What do you think of Michael Gove’s proposal to grant citizenship for free to EU nationals, if he becomes the leader of the Conservative Party and Prime Minister?

      Great, but I’d feel uncomfortable if this applies only to Europeans. Fees are unfair for everyone and the government makes a large profit from them. Fees should be cut and the process simplified in general, especially for children. It would guarantee their future status and it would be good for the country.

      Are there groups of EU nationals applying more than others?

      Central and Eastern Europeans started to apply for British citizenship early, before the EU referendum. They were already victim of the hostile environment and they felt negatively targeted by populist media, so they tried to secure their rights earlier on. Free movement is also fairly recent for them [the country joined the EU in 2004].

      For French, Spanish, Italian and German nationals there has been a 250-300% increase in applications since the referendum, but this is mostly because few were applying before June 2016. Before the Brexit vote they felt their position in Britain was fully secured.

      Who is not applying?

      There are people who cannot apply because they do not have regular jobs, they are from minorities, for example the Roma, they struggle with the procedure or cannot afford it. We heard of parents who had to prioritize which one of their children could apply for naturalisation, as they could not afford to pay for all. There were people at the margins before Brexit and they will be even more so when they will lose the protections of EU law.

      How do children feel about these changes?

      It depends on the age. Children up to 3 years old are usually shielded by their parents. The 5-6 years old are aware that something is going on and ask questions. Teenagers are aware and sometimes join the conversation, for example participating in demonstrations. Maybe they are more conflicted about family decisions. But kids are the ones normalising the situation trying to be like others.

      Is the European identity of these families at risk?

      Not necessarily. For the first time in Britain we see large numbers of European flags. In a sense, the European identity has become a topic of conversation. For many British citizens and policy makers the EU has only just been an economic project, but now it is a political one and this can further develop. The European heritage is not going to disappear. If anything, some of the people we interviewed started teaching their language to the kids or sending them to language schools. What is clear is that the EU is a topic we will have to confront for years to come. The issue of belonging will have repercussions that can go in many directions, depending on how things will settle. One of the challenges of this research is precisely that it is happening while event are unfolding.

      https://europestreet.news/bitter-sweet-citizenship-how-european-families-in-the-uk-cope-with-br