#infographie

Merci cristina, c’est très très utile (et merci de rappeler que Stephen Smith a mal vieilli ...)

@reka
Stephen Smith, je suis pas sûre que ça soit un problème de vieillesse.

▻https://www.lrb.co.uk/the-paper/v33/n06/stephen-w.-smith/rwanda-in-six-scenes
▻https://survie.org/publications/livres/article/negrophobie-reponse-aux
▻https://www.arenes.fr/livre/negrophobie

puis
►https://blogs.mediapart.fr/les-invites-de-mediapart/blog/021018/stephen-smith-ravive-le-mythe-des-invasions-barbares-macron-et-l-aca
▻https://www.liberation.fr/debats/2018/10/09/la-ruee-d-africains-vers-l-europe-une-these-sans-valeur-scientifique_1684
▻https://journals.openedition.org/belgeo/29709

Places of residence of Sahelian emigrants, 2015

https://seenthis.net/local/cache-vignettes/L600xH563/sXsrbrQjpg-cc7f8-7c787.jpg

Les migrations africaines

https://seenthis.net/local/cache-vignettes/L600xH426/1547570006-a7fac-f2523.png

Ce serait pas inutile de rajouter des gens comme Pierre Rabhi (►https://seenthis.net/messages/340286)
J’ai failli dire des entités comme la nef aussi...mais bon y’a rien de vraiment révélateur sinon les fondateurs issues de l’école Steiner-Waldorf ▻https://fr.wikipedia.org/wiki/P%C3%A9dagogie_Steiner-Waldorf et Steiner lui même un bon raciste : ▻https://fr.wikipedia.org/wiki/Rudolf_Steiner#Pangermanisme_et_nationalisme

Donc ▻https://www.lanef.com/accueil/la-nef-et-lanthroposophie ? Je ne connaisais pas.

https://lahorde.samizdat.net/wp-content/uploads/2019/12/Schema-ED-LaHorde-hiver2020-2-625x442.png

#visualisation #infographie #extrême_droite #France

Un article de février 2018

The deadly roads into Calais

Since 1999, an estimated 170 migrants desperately seeking a clandestine passage across the Channel to Britain have died in road accidents in and around the port of Calais in northern France, 37 of them since 2015. One former police officer said the situation became so grim “it was humanly impossible to pick up more bodies from the road”. One of the most recent victims was a 22-year-old Eritrean whose mutilated body was found on a motorway last month after he was run over by a truck whose driver fled the scene. Elisa Perrigueur reports from Calais, where she met with Biniam’s relatives as they prepared the return of his body home to north-east Africa.
The temperature was below freezing point on a bleak dawn last month when Biniam’s remains were found near the port of Calais, lying on the smooth tarmac of the A16 motorway that runs parallel to the Channel coast. According to statements given to the police afterwards by those who knew him, Biniam L. (full last name withheld here), a 22-year-old Eritrean, had probably spent all night looking for a truck he could climb onto in the hope of smuggling his way to England.

He was successful, at first. He had managed to mount one of them, hiding in its cargo hold, most certainly hoping, like so many others who attempt the same, that once it passed through the fortified perimeter of the port, which is surrounded by 39 kilometres of fencing, it would be one of the vehicles that occasionally escapes the heat scanners and sniffer-dog searches, first in Calais and then, after the brief sea passage, through the British port of Dover. With no ID documents and no baggage, just the clothes he would hope could adequately keep out the biting cold.

But on that early morning of January 9th this year, his plan went horribly wrong. The truck he had hidden in did not turn off the motorway into Calais, but instead continued its route eastwards. The young man must have panicked when he realised the fact, for he tried to jump from the truck onto the motorway despite the speeding traffic. According to members of the local French migrant aid association, l’Auberge des migrants, who spoke to police afterwards, Biniam landed on his head and was run over by another truck following behind. But neither vehicle stopped, and there remains doubt over the exact circumstances of his final moments.

Between December 2017 and January this year two other migrants, 15-year-old Abdullah Dilsouz and Hussein Abdoullah, 32, both Afghan nationals, lost their lives in accidents on the roads around Calais. “Since 2015, there have been 37 migrants who have died in [and around] Calais,” said a spokesperson for the local prefecture. “The highest number date back to 2015 and 2016, the great majority are road accidents.” In 2015, the death toll reached 18, followed by 14 in 2016.

Maël Galisson, a coordinator for the network of associations in the region providing aid for migrants, the Plate-forme de services aux migrants, has carried out research to establish the number of victims over the past almost 20 years and, where possible, to record their identities. “Since 1999, we estimate that at least 170 people have died while trying to cross this frontier area,” he said. The majority of road accidents occur on the stretches of the A16 and A26 motorways close to Calais, and the ring road into the port centre.

The day after his death, Biniam’s brother Bereket, 26, arrived in Calais from Germany, accompanied by a cousin and uncle who had travelled from Norway. “He had no ‘dream’ as people put it, he just wanted a country where he was accepted,” said Bereket, who said he had difficulty believing the news that his brother, who he said was “so young to die”, had been killed in a road accident, which he received in a phone call from a friend.

Bereket said he was not aware of the daily reality of the migrants in Calais, the road blocks migrants mount to try and slow traffic and the clandestine crossings in trucks. In his case, he had crossed to Europe by boat across the Mediterranean Sea. Biniam, he explained, had left the family village in Eritrea, north-east Africa, one-and-a-half years ago, to escape conscription into the army. At one point, he joined up with his brother Bereket in Germany, where the latter had been granted residence. “I obtained [official residency] papers close to Stuttgart and today I work in Germany, I had begun to have a stable life,” recounted Bereket. “His asylum demand was rejected, I don’t understand why.” Biniam had re-applied a second time for right of asylum, but was again turned down. It was after that, in November, that he set off for Calais, where between 550 and 800 migrants – according to figures respectively from the prefecture and the migrant aid associations – live rough, mostly in surrounding woodland.

The few friends of Biniam who Bereket met with in Calais were little forthcoming about his time there. Loan Torondel of the Auberge des migrants association, which had offered Biniam shelter, said he was never seen at the daily distribution of meals. “A month here is not very long for finding a truck,” he said. “Often, migrants spend months before succeeding, for those who manage to.”

During his visit to Calais on February 2nd, French interior minister Gérard Collomb, hoping to dissuade migrants from gathering there, described the frontier point as “a wall” and “a mirage”. But from the beach, the migrants can see the English coast, where some have family and friends they hope to join, in a country with lower unemployment than in France and where finding work, undeclared, is easier. Others say they would stay in France but fear that, if they engaged in the official procedures, because their fingerprints are registered in the first European Union (EU) country they reached before travelling to France they would be sent back there, in accordance with the regulations of the EU’s so-called Dublin Agreement.

The victims are often young men’

For the migrants hoping to cross to Britain from Calais there are few options in how to do so. The British government has handed France about 140 million euros over the past three years to part fund the increased security measures at the port, which is the frontier point before departure for the English coast. On January 18th, at a summit meeting between British Prime Minister Theresa May and French President Emmanuel Macron, London announced that it was to provide a further 50.5 million euros, for a further beefing up of security and for establishing a centre for migrants at a site distanced from the town.

For the migrants who can afford their fees, one option is to use the services of people smugglers. They charge between 1,500 euros and 10,000 euros per person for a clandestine passage in a truck, operating out of vehicle parks which they reign over as their own territory. Clashes which broke out in Calais on February 1st between Afghan and Eritrean migrants, which left 22 needing medical treatment, including four teenagers wounded by gunfire, appear to have been linked to turf wars between people smugglers.

Others try blocking trucks on the approach roads to the port, operating in small groups to lay down obstacles to slow or even halt the vehicles in order to jump on. The method is a dangerous one, for both the migrants and the drivers. In June 2017, the polish driver of a truck died after his vehicle crashed into another truck that was blocked by migrants on the A16 motorway, burned alive in his cabin.

Then there are those, and who probably included Biniam, who try to mount the vehicles on their own. Eupui is a 19-year-old migrant from Cameroun, in West Africa, and has lived since 2016 on the ‘Dunes’ industrial zone of the port, the site of the notorious and now razed migrant camp known as “the Jungle”. His solitary sorties to find a truck that would take him across the Channel somehow allow him “to keep going”, he told Mediapart. “I sleep three hours and then I try,” he said. “As soon as I see a truck that isn’t going too fast, even a car, I see if I can get into the boot.” He said he hides “near the bends of the motorways” because vehicles reduce speed there. “I’m not afraid, I’ve lived much worse,” he added. “I crossed the Sahara in horrible conditions to come here. I have nothing left to lose. I’ve injured my knee, but never mind.”

Biniam’s brother Bereket said his brother did not realise the danger in the risks he was taking. “I spoke to him three weeks before he died,” said Bereket. “He told me that everything was fine for him in France. But he lied to me, he didn’t tell me he was at Calais. If I had known, I would have told him to get out of this dangerous place.”

Bereket said he was “disappointed” by what he saw on this, his first trip to France. He has been supported by local charitable associations, including the Réveil voyageur and the Secours catholique, who usually look after relatives of those who have died. “You don’t see many officials, politicians, as if Biniam’s death had no importance,” he said bitterly.

“The associations have been managing this for years,” said Sabriya Guivy from the Auberge des migrants group. “When relatives arrive in Calais they are disappointed at not seeing many officials. They have the impression that they are not taken into account. Mr Macron referred to the death of the Polish driver, but not that of migrants,” she added, referring to a speech by the French president during his visit to Calais on January 16th.

Undertaker Brahim Fares, based in nearby Grande-Synthe, says he charges a “lower than average” price to migrant families out of solidarity. “The dead are repatriated to Afghanistan for between about 3,400-3,500 euros, depending on the weight and the size,” he detailed. “For Eritrea, it begins at around 3,200 euros. Burials in Calais are about 1,600 euros, as opposed to a usual 2,400 euros.” Since 2015, Fares says he has organised the return home of about 15 bodies of migrants, and also the burials of about the same number in the north Calais cemetery managed by the Town Hall. The burial spots are simple ones, covered in earth and marked by crosses made of oak. “The victims are often young men, almost all of them identified,” he added. “I once had an Ethiopian woman. Not all the families can come all the way here. Those who manage to are very shocked, because the bodies are sometimes very damaged, as those in road accidents are.”

Fares was given charge of Biniam’s body, which he recalled had “the hands cut off, the arms smashed up”. The corpse will be returned to Eritrea, where his parents live. Bereket, with his uncle and cousin, made up a large wreath of plastic flowers. “It’s really not so good but we had only that,” he said. But at the hospital in Lille where the body was placed in the coffin, they were told that they could not place the wreath on top of it, nor the white drape they had wanted to cover it with, according to their custom. “The airport authorities will end up throwing the wreath away, it’s not allowed in the hold,” Fares explained to them. After a poignant moment of silence, they asked him why it would be so complicated to do so.

Biniam’s relatives spent two weeks attempting to find out the exact circumstances of what happened to him. At the police station in Calais, they were shown a photo of his injured face. Members of the motorway patrol police gave them the few details they had, which were the approximate time of the accident, a statement from a witness who had not seen very much, and the fact that the driver of the truck that ran over Biniam had fled the scene. “France is a developed country […] so why can’t the driver who did that be found?” asked Bereket. “Even in Eritrea we’d have found the killer of my brother.”

Loan Torondel of the association l’Auberge des migrants said he had seen similar outrage by relatives before. “Many don’t understand why their close family member died under a lorry and that the driver did not act voluntarily,” he said. “Biniam’s family thought that there would be the launch of an investigation, like in American films. They think that the police is not [bothered into] carrying out an investigation, but in reality there are few witnesses.”

Meanwhile, Bereket has lodged an official complaint over his brother’s death “against persons unknown”, explaining: “I won’t be able to sleep as long as I don’t know how he died, and while the person responsible is free.”

’It’s incredible that nobody saw anything’

While the police systematically open investigations into the road deaths of migrants, they are often complex, beginning with the identification of the victim. Patrick Visser-Bourdon, a former Calais-based police detective, recalled the death of a Sudanese migrant whose body was found one morning in 2016 close to the port’s ring road, with “the head opened, abandoned, wearing a pair of jeans and a long-sleeved T-shirt”.

During his enquiries, Visser-Bourdon approached the head of the Sudanese community of migrants living in the camp known as “the Jungle”, but nobody recognised the body. “We also put out his photo in the police stations,” he said. “In the majority of such cases, we mostly called on the NGOs for help.” As in the case of Biniam, the driver of what was apparently a truck that had hit the Sudanese man had not stopped. “There was blood on the road, there was necessarily some on the bumpers of the truck,” said Visser-Bourdon. “The driver therefore must have stopped his vehicle at some point to clean it, between the Jungle and the port. It’s incredible that nobody saw anything.”

Sabriya Guivy from the Auberge des migrants group added that because some local sections of the motorways are unlit, “It is entirely possible to not realise that one has hit someone and to carry on”.

A section of the numerous investigations into such events end up being closed, unsolved. Someone who is charged with involuntary homicide in France faces a sentence of three years in prison, and up to five years in jail in the case of aggravating circumstances such as fleeing the scene. “Sometimes, some of them don’t remain at the scene of the accident, notably in the case of dangerous [migrant] road blocks, but they go directly to present themselves to the police,” said Pascal Marconville, public prosecutor of the nearby port of Boulogne-sur-Mer, whose services have jurisdiction for events in Calais. “In that case, it’s regarded more as a hit-and-run offence which is exonerated by the circumstances.”

Patrick Visser-Bourdon said he had welcomed the building of a wall surrounding the ring road in 2016 aimed at deterring migrants from the traffic. “It was humanly impossible to pick up more bodies from the road,” he said.

▻https://www.mediapart.fr/en/journal/france/190218/deadly-roads-calais

–----

En français :
A Calais, les routes de la mort pour les migrants
▻https://www.mediapart.fr/journal/france/180218/calais-les-routes-de-la-mort-pour-les-migrants?page_article=1%20

https://i.imgur.com/txkOAvu.png

#cartographie #carte_interactive

Voir Calais et mourir

Si, depuis quelques années, militants et chercheurs commencent à compter les morts sur les routes migratoires, ils ont tendance à se focaliser sur l’arc méditerranéen, négligeant la frontière franco-britannique que l’on pourrait qualifier de nasse calaisienne. Accords européens, traités bilatéraux et leurs corollaires sécuritaires font en effet de cette frontière un mur meurtrier. Et les migrants n’ont d’autre choix que de prendre toujours plus de risques pour le franchir… au péril de leur vie.

Nawall Al Jende avait 26 ans. Elle était originaire de Nawa, une ville située à une trentaine de kilomètres de Deraa, dans le sud de la Syrie. Elle avait fui la guerre et laissé derrière elle son époux et deux de ses enfants. Avec son troisième enfant, Mohamed, âgé de 9 ans, et le frère de son mari, Oussama, son périple l’avait amenée à traverser neuf pays avant d’atteindre Calais. Sa sœur, Sawson, avait réalisé un parcours quasi similaire deux mois plus tôt et l’attendait de l’autre côté de la Manche. Nawall est décédée le 15 octobre 2015, après avoir été percutée par un taxi sur l’autoroute A16, alors qu’elle tentait de se glisser dans un camion afin de franchir la frontière franco-britannique. Comme sur les autres routes de l’exil, des personnes migrantes meurent à Calais et dans sa région. Depuis 1999, on estime qu’au moins 170 personnes sont décédées en tentant de franchir cet espace frontalier reliant la France à l’Angleterre.

Pourquoi prêter attention aux personnes mortes en migration à la frontière franco-britannique ? Il n’existe pas de données officielles à ce sujet. Par conséquent, participer au travail de collecte d’informations contribue à documenter l’histoire du fait migratoire dans la région. En l’espace de quelques années, la question des exilés morts aux frontières s’est imposée dans le débat public. Elle a été d’abord portée, par des acteurs militants, à l’image des travaux réalisés par United for Intercultural Action, Fortress Europe ou encore Watch the Med. Puis, des journalistes se sont intéressés au sujet (The Migrants Files), ainsi que des chercheurs (Deaths at the Borders Database). Aujourd’hui, une institution officielle telle que l’Organisation internationale pour les migrations (OIM) commence à recenser les personnes mortes en migration. Toutefois, dans ces différents relevés, la situation à la frontière franco-britannique est peu prise en compte, le focus étant davantage dirigé sur la mortalité aux portes de l’Europe, dans l’arc qui va des Iles Canaries à la mer Égée, en passant par le détroit de Gibraltar et le canal de Sicile. Par conséquent, travailler à la collecte d’informations sur les personnes mortes à Calais et dans la région répond à un réel besoin et rend visible une réalité méconnue.
Redonner un nom aux morts

Ce travail d’enquête ne veut pas s’en tenir au traitement simplement comptable ou anecdotique de la question des morts en migration. Il cherche, quand cela est possible, à redonner une identité et une histoire à ces « corps sans nom » ou à ces « noms sans histoire ». Tenter de reconstituer des récits de vie, (re)donner une dimension personnelle à chaque décès est un moyen d’éviter leur dilution dans ce qu’on nomme communément, de façon globalisante, les « drames de la migration ». Il s’agit également de rompre avec l’idée que cette hécatombe résulterait de la fatalité. Réduire ces tragédies à des accidents (accident de la route, noyade, etc.), à des violences ou des règlements de compte entre migrants est une façon d’occulter la responsabilité des pouvoirs publics dans une situation qui dure depuis plus de vingt ans dans le nord de la France. Au contraire, c’est bien l’addition d’accords européens et de traités bilatéraux, destinés à empêcher les indésirables d’accéder au territoire britannique qui a fait de cette région un mur meurtrier. De même, considérer que les seules violences exercées à l’encontre des exilés sont dues aux « réseaux de passeurs » est une manière d’occulter celles qui sont liées aux conditions de vie et à l’absence de dispositifs d’accueil adaptés, au harcèlement policier et à la surenchère de dispositifs de surveillance de la frontière.

On constate en effet que la majorité des décès sont liés aux tentatives de passage, qu’ils soient immédiats ou qu’ils surviennent des suites de blessures que ces tentatives occasionnent. Le long de la frontière franco-britannique, les exilés meurent principalement après avoir été percutés par un train sur le site d’Eurotunnel, renversés par un véhicule – parfois volontairement – sur un axe routier non loin d’un point de passage ou écrasés sous l’essieu d’un poids lourd. Et finalement, les « règlements de compte » ou les violences « inter ou intra-communautaires » se concluant par des morts restent des événements marginaux.

La majeure partie des exilés tentent de passer la frontière cachés dans la remorque d’un camion ou en dessous. Cette méthode s’avère extrêmement dangereuse et les risques de mourir écrasé par le contenu de la marchandise, par suffocation ou en tombant du camion (en particulier une fois arrivé sur le territoire britannique) sont importants. On pense notamment aux 58 personnes migrantes de nationalité chinoise cachées dans un camion frigorifique et découvertes mortes par asphyxie à Douvres en juin 2000. Un événement qui fait terriblement écho à la tragédie survenue 15 ans plus tard en Autriche, quand 71 exilés syriens cachés dans un camion furent abandonnés sur le bord d’une autoroute par le conducteur et décédèrent par suffocation.

Même si le phénomène reste minoritaire, on recense plusieurs cas de noyades. Si quelques-unes se sont produites à la suite de rixes ou afin d’échapper à des violences policières, la plupart sont survenues pendant des tentatives de franchissement de la frontière. On observe ainsi plusieurs cas désespérés, et finalement mortels, survenus lors de la traversée du détroit du Pas-de-Calais, par embarcation ou à la nage. Le 12 juin 2002, un exilé russe parti en canoë s’est noyé dans la Manche. Son corps n’a jamais été retrouvé et le camarade qui l’accompagnait est resté accroché pendant cinq heures à l’embarcation à la dérive avant d’être secouru. Le précieux travail d’investigation du journaliste norvégien Anders Fjellberg [1] a permis de retracer le parcours de deux exilés syriens, Mouaz Al Balkhi et Shadi Omar Kataf. Après plusieurs semaines passées entre les Jungles de Calais et de Grande-Synthe et une douzaine de tentatives de passage « classiques » ratées, les deux compatriotes optèrent pour une autre stratégie. Le 7 octobre 2014, ils se procurèrent une combinaison de plongée au magasin Décathlon de Calais. Leurs corps ont été retrouvés quelques semaines plus tard, l’un sur une plage de Norvège, l’autre sur une plage des Pays-Bas.
Petits arrangements entre voisins

Les modes de franchissement de la frontière évoluent en fonction de son niveau de sécurisation. Plus un point de passage est rendu inaccessible, plus il y a de prises de risque et plus ces tentatives impliquent le recours à un « tiers », le passeur. En septembre 2014, le ministre de l’intérieur français, Bernard Cazeneuve, signait avec son homologue britannique, Theresa May, un accord bilatéral « incluant une contribution britannique de 5 millions d’euros par an pendant trois ans » dont l’une des mesures principales visait à « renforcer la sécurité, à la fois autour du port et dans la zone portuaire [2] ». Cet accord visait à empêcher, d’une part, les tentatives d’intrusions collectives sur le site portuaire et, d’autre part, les incursions sur la rocade accédant au port, technique consistant à profiter des embouteillages pour se cacher dans la remorque d’un camion La mise en œuvre du versant « sécurisation » de cet accord a été confiée à l’entreprise Zaun, une firme britannique [3], et s’est déroulée en plusieurs étapes. Dans un premier temps, à partir d’octobre 2014, les barrières ont été doublées à l’intérieur du site portuaire. Puis, au printemps 2015, sur une distance de deux kilomètres le long de la rocade accédant à la zone portuaire, a été érigée une double clôture, l’une de 4 mètres de haut et l’autre d’un peu moins de 3 mètres, équipée d’une rampe d’accès incurvée pour éviter qu’on ne s’y s’agrippe, et surmontée d’un fil barbelé. Entre les deux clôtures, un espace de détection infrarouge a été installé. La mise en place de cet arsenal autour de la zone portuaire a obligé les exilés à se détourner du port pour trouver d’autres voies de passage, plus dangereuses, notamment celle du tunnel sous la Manche. Les conséquences ne se sont pas fait attendre : alors qu’aucun des 17 décès recensés en 2014 n’avait eu lieu sur le site d’Eurotunnel, on en comptait 15 sur les 25 enregistrés en 2015. Il serait difficile d’en conclure que plus on boucle la frontière franco-britannique, plus celle-ci devient meurtrière. En effet, l’augmentation significative du nombre de morts entre 2014 et 2015 s’explique aussi par celle du nombre d’exilés présents dans le Calaisis. Les militants locaux estiment qu’il a crû, en un an, de 1 500 à environ 5 000 personnes. Il est en revanche certain qu’à la multiplication des barrières et des dispositifs dissuasifs, se sont ajoutées les désastreuses conditions de vie des exilés, obligés de survivre dans une extrême précarité et dans un contexte de surpopulation croissante, tout en tentant d’échapper aux violences policières : un cocktail explosif qui les a poussés plus nombreux à prendre des risques pour espérer passer. En août 2015, un nouvel accord franco-britannique fut signé dans lequel les deux ministres reconnaissaient que « depuis la fin du mois de juin, en raison de la sécurisation du port, les migrants ont changé de stratégie, cherchant au péril de leur vie, à s’introduire au niveau des points d’entrée dans le tunnel sous la Manche ». Mais qu’imaginent-ils pour remédier à ce constat inquiétant ? Que « la France renforce l’actuel dispositif de sécurité et l’action de ses policiers et de ses gendarmes, grâce au déploiement d’unités mobiles additionnelles » et que le Royaume-Uni alloue des moyens supplémentaires pour « sécuriser le périmètre de l’entrée du tunnel, grâce à un dispositif de clôtures, de vidéosurveillance, de technologie de détection infrarouge et de projecteurs lumineux » tout en « [aidant] la société Eurotunnel à augmenter nettement ses effectifs en charge de la sécurité et de la protection du site [4] ». Ce qui s’est traduit par l’installation de 29 kilomètres de nouvelles barrières et le « renforcement » de 10 kilomètres déjà existants. Le paysage du site d’Eurotunnel a été radicalement bouleversé : 100 hectares ont été rasés afin de faciliter la surveillance et une partie de cette zone a été volontairement inondée « pour créer des obstacles naturels qui empêchent l’accès aux clôtures » [5].
Fortification

Cette séquence n’est finalement qu’une étape supplémentaire dans la longue histoire de la fortification de la frontière franco-britannique. Elle a commencé avec le code international pour la sûreté des navires et des installations portuaires (code ISPS) régissant les zones portuaires fournissant des services internationaux et s’est prolongée, depuis le début des années 1990, par une succession d’accords bilatéraux. Alors que le protocole de Sangatte (1991) avait initié la mise en place de contrôles juxtaposés français et britanniques des deux côtés de la frontière, son protocole additionnel (2000) les a étendus aux principales gares du nord de la France et du sud de l’Angleterre.

Au tournant des années 2000, la fortification de la frontière prend une autre dimension. Du côté du site portuaire, « en 2000, un premier programme de 6 millions d’euros est engagé pour clôturer une partie du port, installer un réseau de vidéo surveillance ainsi qu’un bâtiment spécifique au département sûreté ». Jusqu’alors, la zone portuaire n’était que très sommairement clôturée. « À partir de 2005, un deuxième programme d’investissement de 7 millions d’euros est engagé […] [permettant] de finaliser l’année suivante, un réseau de 48 caméras fixes et mobiles de vidéo surveillance [6]. » De son côté, Eurotunnel renforce la surveillance de son site à partir du printemps 2001 et bénéficie, en février 2002, du prêt d’un radar PMMW (système à détection thermique) de l’armée britannique. Tandis que la signature du traité du Touquet (2003) étend les dispositions relatives aux contrôles juxtaposés à tous les ports de la Manche et de la mer du Nord, « l’arrangement » franco-britannique de 2009 accentue le recours aux dispositifs de détection et crée un centre de coordination conjoint « chargé de recueillir et partager toutes les informations nécessaires au contrôle des biens et de personnes circulant entre la France et le Royaume-Uni » [7]. Les accords franco-britanniques de 2014 et 2015 sont venus compléter cet empilement de textes.

Retracer de manière précise et tenter de cartographier l’évolution des dispositifs mis en place autour de la frontière franco-britannique n’est pas chose aisée. En effet, l’accès à l’information est relativement restreint, du fait notamment de la multiplicité des acteurs impliqués (services de l’État, gestionnaires des sites portuaires et du tunnel, prestataires de sécurité privés, etc.) et du manque de transparence qui en résulte. Dans ses déclarations, le porte-parole d’Eurotunnel indique que « depuis l’apparition des clandestins [sic] dans le Calaisis, Eurotunnel a, au-delà de ses obligations contractuelles, investi massivement dans les moyens physiques (clôtures, éclairages, caméras, barrières infrarouges) et humains de protection du terminal de Coquelles : plus de 160 millions d’euros, dont 13 millions d’euros au premier semestre 2015 » [8]. Difficile d’évaluer finement ce que coûte cette surenchère. Cette question fait l’objet d’une bataille de communication, notamment entre l’État et Eurotunnel, le premier reprochant au second de ne pas en faire assez en matière de sûreté tandis que le second réclame toujours plus d’aides pour protéger le site. L’affaire, connue sous le nom de « contentieux de Sangatte », s’est d’ailleurs conclue devant les tribunaux en 2003 par une victoire d’Eurotunnel qui a obtenu de la France et de la Grande-Bretagne une indemnisation pour les investissements qu’il avait consentis à cet effet [9].

Du coût humain, il n’en est bien entendu pas question. Aux morts recensées s’ajoutent celles qui n’ont pu l’être. Par manque de sources, car « il y a suffisamment à faire avec les vivants [10] » ou par oubli tout simplement. Et puis il y a les personnes blessées, « des jeunes aux mains et aux jambes lacérées par les barbelés qui entourent le site d’Eurotunnel […] ces clôtures [qui] déchiquettent la peau de manière anarchique [11] ». Mutilées ou accidentées, ces personnes n’entrent dans aucun décompte. Le 21 octobre 2001, dans La Voix du Nord, la journaliste Sophie Leroy titrait son article « Assez de mort aux frontières » [12] en reprenant l’un des slogans de la manifestation organisée à Calais par le collectif C’Sur [13] pour dénoncer cette frontière meurtrière. Quinze années plus tard, la liste des morts n’a cessé de s’allonger.

▻https://www.gisti.org/spip.php?article5426

Oui mais quand ... :)

Source ▻https://twitter.com/alainmi11/status/1148650314041630721

Ces réfugiés dans leur propre pays

En 2018, il y a eu autant de nouveaux « déplacés internes » dans 55 pays que de réfugiés en séjour dans le monde entier.

A voir le nombre de personnes exilées à l’intérieur de leur propre pays, celui des réfugiés paraît faire moins problème. A fin 2018, le nombre de réfugiés recensés dans le monde entier atteignait 28,5 millions, soit autant que celui des « déplacés internes » supplémentaires enregistrés au cours de la seule année dernière.

Selon le Rapport global 2019 de l’Observatoire des situations de déplacement interne (IDMC) du Conseil norvégien des réfugiés, dont le siège se trouve à Genève, on comptait, à fin 2018, 41,3 millions de personnes vivant en situation de déplacés internes dans 55 pays, suite à des catastrophes naturelles ou à des conflits. Il s’agit d’un effectif record de personnes déplacées dans leur propre pays du fait de conflits, de violence généralisée ou de catastrophes naturelles.
Catastrophes naturelles

Parmi les désastres qui ont provoqué l’an dernier quelque 17,2 millions de nouveaux déplacements, certains sont très probablement dus au changement climatique. Ainsi, les incendies qui ont détruit une grande partie de la forêt californienne et qui ont contraint 1,2 million d’Américains – sans compter les morts – à abandonner leur domicile et à s’installer ailleurs peuvent probablement être attribués au réchauffement climatique et à la sécheresse.

Au contraire, le Bangladesh n’a enregistré l’an dernier « que » 78’000 déplacements de personnes en raison des inondations. C’est presque l’équivalent de la population de la ville de Lucerne qu’il faut recaser sur des terrains sûrs dans un pays comptant 1’100 habitants au kilomètre carré. Le Bangladesh prévoit de construire trois villes de taille moyenne pour accueillir les déplacés récents et ceux qui ne vont pas manquer d’affluer dans les années à venir. Mais que pourra-t-on faire lorsque le niveau de la mer montera ?

Au Nigeria, cet immense pays de plus de 100 millions d’habitants, 80% des terres ont été inondées par des pluies torrentielles, causant 541’000 déplacements internes.

Problème : les personnes qui, en raison d’inondations ou de conflits locaux, doivent chercher refuge ailleurs dans leur propre pays se rendent systématiquement dans les villes, souvent déjà surpeuplées. Comment imaginer que Dhaka, la capitale du Bangladesh récemment devenue une mégapole approchant les 17 millions d’habitants, puisse encore grandir ?
Violences et conflits

En 2018 toujours, 10,8 millions de personnes ont connu le sort des déplacés internes en raison des violences ou des conflits qui ont sévi surtout dans les pays suivants : Ethiopie, République démocratique du Congo (RDC), Syrie, Nigeria, Somalie, Afghanistan, République centrafricaine, Cameroun et Soudan du Sud. Outre ces mouvements internes, des personnes sont allées chercher secours et refuge notamment en Turquie (3,5 millions), en Ouganda (1,4 million) ou au Pakistan (1,4 million).

Les trois pays qui comptent le plus de déplacés internes dus à la violence sont la Syrie, (6,1 millions de personnes), la Colombie (5,8 millions) et la RDC (3,1 millions). S’agissant de la Syrie, nous savons que la guerre civile n’est pas terminée et qu’il faudra faire des efforts gigantesques pour reconstruire les villes bombardées.

Mais que savons-nous de la Colombie, depuis l’accord de paix entre le gouvernement de Santos et les Farc ? En 2018, il y a eu 145’000 nouveaux déplacés internes et de nombreux leaders sociaux assassinés : 105 en 2017, 172 en 2018 et 7, soit une personne par jour, dans la première semaine de janvier 2019.

L’Assemblée nationale colombienne ne veut pas mettre en œuvre les accords de paix, encore moins rendre des terres aux paysans et accomplir la réforme agraire inscrite à l’article premier de l’accord de paix. Les Farc ont fait ce qu’elles avaient promis, mais pas le gouvernement. Ivan Duque, qui a remplacé Manuel Santos, s’est révélé incapable de reprendre le contrôle des terrains abandonnés par les Farc – et repris par d’autres bandes armées, paramilitaires ou multinationales, ou par des trafiquants de drogue. Triste évolution marquée par une insécurité grandissante.

Et que dire de la RDC ? C’est au Kivu, Nord et Sud, véritable grotte d’Ali Baba de la planète, que les populations sont victimes de bandes armées s’appuyant sur diverses tribus pour conserver ou prendre le contrôle des mines riches en coltan, diamant, or, cuivre, cobalt, étain, manganèse, etc. Grands responsables de ces graves troubles : les téléphones portables et autres appareils connectés à l’échelle mondiale ainsi que les multinationales minières.

Il y a probablement bien d’autres pays de la planète où les violences sont commises par des multinationales qui obligent les habitants locaux à fuir devant la destruction de leurs villages et de leurs terres. Où vont-ils se réfugier ? Dans les villes bien sûr, où ils espèrent trouver un toit. Mais un toit ne suffit pas, ni l’éventuelle aide humanitaire apportée par la Croix-Rouge et les Etats occidentaux. Quand débarquent des dizaines de milliers de déplacés, les municipalités doivent aussi construire des écoles, des hôpitaux, assurer la distribution d’eau potable et l’évacuation des eaux usées.

Dans les pays africains où il arrive que moins de la moitié des habitants aient accès à l’eau potable, un déplacement important risque fort de remettre en cause tout le programme gouvernemental. Le rapport de l’Observatoire des situations de déplacement interne va même jusqu’à prévoir que certains des Objectifs de développement durable fixés par les Nations unies en 2015 ne pourront jamais être atteints.

https://www.domainepublic.ch/wp-content/uploads/grid-2019-report.png

Displaced people: Why are more fleeing home than ever before?

More than 35,000 people were forced to flee their homes every day in 2018 - nearly one every two seconds - taking the world’s displaced population to a record 71 million.

A total of 26 million people have fled across borders, 41 million are displaced within their home countries and 3.5 million have sought asylum - the highest numbers ever, according to UN refugee agency (UNHCR) figures.

Why are so many people being driven away from their families, friends and neighbourhoods?
Devastating wars have contributed to the rise

Conflict and violence, persecution and human rights violations are driving more and more men, women and children from their homes.

https://i.imgur.com/eyNpxwF.png https://i.imgur.com/f4EdIt8.png

In fact, the number of displaced people has doubled in the last 10 years, the UNHCR’s figures show, with the devastating wars in Iraq and Syria causing many families to leave their communities.

Conflict in the Democratic Republic of Congo (DRC), Yemen and South Sudan, as well as the flow of Rohingya refugees from Myanmar to Bangladesh, have also had a significant impact.

Most do not become refugees

While much of the focus has been on refugees - that’s people forced to flee across borders because of conflict or persecution - the majority of those uprooted across the world actually end up staying in their own countries.

These people, who have left their homes but not their homeland, are referred to as “internally displaced people”, or IDPs, rather than refugees.

https://i.imgur.com/GinVmPf.png

IDPs often decide not to travel very far, either because they want to stay close to their homes and family, or because they don’t have the funds to cross borders.

But many internally displaced people end up stuck in areas that are difficult for aid agencies to reach - such as conflict zones - and continue to rely on their own governments to keep them safe. Those governments are sometimes the reason people have fled, or - because of war - have become incapable of providing their own citizens with a safe place to stay.

For this reason, the UN describes IDPs as “among the most vulnerable in the world”.

Colombia, Syria and the DRC have the highest numbers of IDPs.

However, increasing numbers are also leaving home because of natural disasters, mainly “extreme weather events”, according to the Internal Displacement Monitoring Centre (IDMC), which monitors the global IDP population only.

The next biggest group of displaced people are refugees. There were 25.9 million by the end of 2018, of whom about half were children.

One in four refugees came from Syria.

The smallest group of displaced people is asylum seekers - those who have applied for sanctuary in another country but whose claim has not been granted. There were 3.5 million in 2018 - fewer than one in 10 of those forced to flee.
Places hit by conflict and violence are most affected

At the end of 2018, Syrians were the largest forcibly displaced population. Adding up IDPs, refugees and asylum seekers, there were 13 million Syrians driven from their homes.

Colombians were the second largest group, with 8m forcibly displaced according to UNHCR figures, while 5.4 million Congolese were also uprooted.

If we just look at figures for last year, a massive 13.6 million people were forced to abandon their homes - again mostly because of conflict. That’s more than the population of Mumbai - the most populous city in India.

Of those on the move in 2018 alone, 10.8 million ended up internally displaced within their home countries - that’s four out of every five people.

A further 2.8 million people sought safety abroad as newly-registered refugees or asylum seekers.

https://i.imgur.com/kHBEC6V.png https://i.imgur.com/Z9XQrO0.png https://i.imgur.com/tchE36H.png

Just 2.9 million people who had previously fled their homes returned to their areas or countries of origin in 2018 - fewer than those who became displaced in the same period.

The world’s largest new population of internally displaced people are Ethiopians. Almost three million abandoned their homes last year - many escaping violence between ethnic groups.

The conflict in the DRC also forced 1.8 million to flee but remain in their home country in 2018.

In war-torn Syria, more than 1.6 million became IDPs.

Venezuelans topped the list of those seeking asylum abroad in 2018, with 341,800 new claims. That’s more than one in five claims submitted last year.

Hyperinflation, food shortages, political turmoil, violence and persecution, have forced hundreds of thousands of Venezuelans to leave their homeland.

Most left for Peru, while others moved to Brazil, the US or Spain. More than 7,000 applied for asylum in neighbouring Trinidad and Tobago - just seven miles off Venezuela’s coast - last year alone.

Annielis Ramirez, 30, is among the thousands of Venezuelans seeking a better life on the islands.

“All my family is in Venezuela, I had to come here to work and help them,” she says. "I couldn’t even buy a pair of shoes for my daughter. The reality is that the minimum salary is not enough over there.

“I’m here in Trinidad now. I don’t have a job, I just try to sell empanadas [filled pastries]. The most important thing is to put my daughter through school.”
Those driven from their homelands mostly remain close by

Almost 70% of the world’s refugees come from just five countries: Syria, Afghanistan, South Sudan, Myanmar and Somalia, according to the UNHCR. And their neighbouring nations host the most.

Most Syrians have escaped to Turkey and more than half of Afghan refugees are in Pakistan.

https://i.imgur.com/hx5npYI.png https://i.imgur.com/yTlR4VZ.png

Many South Sudanese go to nearby Sudan or Uganda. Those from Myanmar - the majority Rohingya refugees displaced at the end of 2017 - mainly fled to Bangladesh.

Germany, which doesn’t border any of those countries with the largest outflows, is home to more than half a million Syrian and 190,000 Afghan refugees - the result of its “welcome culture” towards refugees established in 2015. It has since toughened up refugee requirements.

When assessing the burden placed on the host countries, Lebanon holds the largest number of refugees relative to its population. One in every six people living in the country is a refugee, the vast majority from across the border in Syria.

The exodus from Syria has also seen refugee numbers in neighbouring Jordan swell, putting pressure on resources. About 85% of the Syrians currently settled in Jordan live below the poverty line, according to the UN.

Overall, one third of the global refugee population (6.7 million people) live in the least developed countries of the world.
Many go to live in massive temporary camps

Large numbers of those driven from their home countries end up in cramped, temporary tent cities that spring up in places of need.

The biggest in the world is in Cox’s Bazar, Bangladesh, where half a million Rohingya now live, having fled violence in neighbouring Myanmar.

The second largest is Bidi Bidi in northern Uganda, home to a quarter of a million people. The camp has seen many arrivals of South Sudanese fleeing civil war just a few hours north.

https://i.imgur.com/3YJHtsH.png

Bidi Bidi, once a small village, has grown in size since 2016 and now covers 250 sq km (97 sq miles) - a third of the size of New York City.

But what makes Bidi Bidi different from most other refugee camps, is that its residents are free to move around and work and have access to education and healthcare.

The Ugandan government, recognised for its generous approach to refugees, also provides Bidi Bidi’s residents with plots of land, so they can farm and construct shelters, enabling them to become economically self-sufficient.

The camp authorities are also aiming to build schools, health centres and other infrastructure out of more resilient materials, with the ultimate aim of creating a working city.

https://i.imgur.com/mRwoEr1.png

Among those living in Bidi Bidi are Herbat Wani, a refugee from South Sudan, and Lucy, a Ugandan, who were married last year.

Herbat is grateful for the welcome he has received in Uganda since fleeing violence in his home country.

“The moment you reach the boundary, you’re still scared but there are these people who welcome you - and it was really amazing,” he says. “Truly I can say Uganda at this point is home to us.”

Lucy says she doesn’t see Herbat as a refugee at all. “He’s a human being, like me,” she says.

However, despite the authorities’ best efforts, a number of challenges remain at Bidi Bidi.

The latest report from the UNHCR notes there are inadequate food and water supplies, health facilities still operating under tarpaulins and not enough accommodation or schools for the large families arriving.
Displacement could get worse

Alongside conflict and violence, persecution and human rights violations, natural disasters are increasingly responsible for forcing people from their homes.

Looking at data for IDPs only, collected separately by the Internal Displacement Monitoring Centre (IDMC), natural disasters caused most new internal displacement cases last year, outpacing conflict as the main reason for people fleeing.

On top of the 10.8 million internally displaced by conflict last year, there were 17.2 million people who were forced to abandon their homes because of disasters, mainly “extreme weather events” such as storms and floods, the IDMC says.

The IDMC expects the number of people uprooted because of natural disasters to rise to 22 million this year, based on data for the first half of 2019.

Mass displacement by extreme weather events is “becoming the norm”, its report says, and IDMC’s director Alexandra Bilak has urged global leaders to invest more in ways of mitigating the effects of climate change.

Tropical cyclones and monsoon floods forced many in India and Bangladesh from their homes earlier this year, while Cyclone Idai wreaked havoc in southern Africa, killing more than 1,000 people and uprooting millions in Mozambique, Zimbabwe and Malawi.

Idai was “one of the deadliest weather-related disasters to hit the southern hemisphere”, the World Meteorological Organization (WMO) said.

Although linking any single event to global warming is complicated, climate change is expected to increase the frequency of such extreme weather events.

The WMO warns that the physical and financial impacts of global warming are already on the rise.

Phan Thi Hang, a farmer in Vietnam’s Ben Tre province, has told the BBC his country’s changing climate has already had a “huge impact” on rice yields.

“There has been less rain than in previous years,” he says. "As a result, farming is much more difficult.

“We can now only harvest two crops instead of three each year, and the success of these is not a sure thing.”

He says he and his fellow farmers now have to work as labourers or diversify into breeding cattle to make extra cash, while others have left the countryside for the city.

Like Phan’s fellow farmers, many IDPs head to cities in search of safety from weather-related events as well as better lives.

But many of the world’s urban areas may not offer people the sanctuary they are seeking.

Displaced people in cities often end up seeking shelter in unfinished or abandoned buildings and are short of food, water and basic services, making them vulnerable to illness and disease, the IDMC says. They are also difficult to identify and track, mingling with resident populations.

On top of this, some of the world’s biggest cities are also at risk from rising global temperatures.

https://i.imgur.com/QUL6s0x.png

Almost all (95%) cities facing extreme climate risks are in Africa or Asia, a report by risk analysts Verisk Maplecroft has found.

And it’s the faster-growing cities that are most at risk, including megacities like Lagos in Nigeria and Kinshasa in the Democratic Republic of Congo.

Some 84 of the world’s 100 fastest-growing cities face “extreme” risks from rising temperatures and extreme weather brought on by climate change.

This means that those fleeing to urban areas to escape the impact of a warming world may well end up having their lives disrupted again by the effects of rising temperatures.

▻https://www.bbc.com/news/world-49638793
#conflits #violence #Bidi-Bidi #camps_de_réfugiés #bidi_bidi #vulnérabilité #changement_climatique #climat #villes #infographie #visualisation

#philanthrocapitalisme

Du même auteur ;

Global inequality: Do we really live in a one-hump world?
▻https://seenthis.net/messages/768775

#merci @fbahoken - très intéressant

#François_Héran #migrations #visualisation #cartographie #monde #préjugés #migrations_sud-sud #Afrique #diaspora #préjugés #invasion #afflux

Un beau contre-pied au livre de #Stephen_Smith, La ruée vers l’Europe :
►https://seenthis.net/messages/673774

v. aussi
►https://seenthis.net/messages/647634
►https://seenthis.net/messages/241513

Merci @CDB_77 pour les compléments

Et pour déconstruire le #mythe de la #ruée_vers_l'Europe, voir aussi ces #infographie :
►https://seenthis.net/messages/482464

Merci Christina @cdb_77 pour tous ces retours :-) A bientôt !

Avec grand plaisir !

Border Wall Gate Construction Begins Friday

Construction of several border wall #gates along the Rio Grande Valley border is set to begin Friday.

U.S. Customs and Border Protection and the Army Corps of Engineers awarded a contract to #Gideon_Contracting LLC in early October.

The agencies approved over $3.5 million for the San Antonio-based company, which is set to install the first seven border wall gates and includes options for four additional gates.

https://pbs.twimg.com/card_img/1068253087595294720/vhulBQon?format=jpg&name=800x419#.jpg

TPWD: Border wall will be built on #Bentsen State Park property in Mission

The Texas Parks and Wildlife Department has confirmed the border wall will be built on #Bentsen_State_Park property in Mission.

The department wrote several letters to Customs and Border Protection on their concerns on the border wall, even suggesting an alternative design.

According to Josh Havens, spokesperson for Texas Parks and Wildlife he says since the federal government has federal domain over the park, construction will go as planned.

Bentsen State Park is considered to be one of the top bird watching destinations in Texas.

“At first, we came for three or four days. Last year, we came for seven and this time we are coming for eight days,” said Charles Allen, who has been visiting the park for several years now.

Allen says the border wall would be a setback for the park.

“It would really be a disaster for the plants and the butterflies and for people who come to visit,” stated Allen.

CBP announced the construction of the border wall on the IBWC levee earlier this month.

The levee stretches through Mission and lies on park property.

“The federal government has confirmed with us that the initial six miles, I believe, of the construction of the wall is going to go across the levee that is at Bentsen Rio Grande Valley State Park,” said Havens.

According to Havens, the construction will split the park into two, separating the main visitor center from the rest of the park.

CBP plans to clear out 150 feet south of the levee for the construction, according to Havens.

“The native plants here have some purpose either a butterfly or several butterflies, or moths or some other birds or other larger animals,” said Allen.

Havens says they are aware of the ecological importance the vegetation of the park has and is planning to work with CBP on minimizing the vegetation loss.

Still park visitors feel there should be something else done to protect the park.

“I hate to see them tear this park in half can there be other way to be done? I’m sure there are options,” mentioned Larry McGuire, a winter Texan who visits the park.

According to Havens, it is way too early to tell if the park will close after the construction of the border wall.

They will have to gauge visitation after construction to determine that.

https://pbs.twimg.com/card_img/1068218517466566657/QDoge-Eb?format=jpg&name=600x314#.jpg

The Border Wall: What. Has Trump Built So Far?

The federal shutdown hinges on whether the United States should fund a large wall on its border with Mexico. While Trump has described the wall’s progress, not a single mile of an extended wall has been built so far.

https://i.imgur.com/pkFw8Fo.png

#infographie #visualisation

Ça c’est @xkcd (pas encore le flux RSS sur seenthis au moment de ce #graphe)
►https://xkcd.com/1688