person:sebastian

#inversion

#réfugiés #sauvetage #Méditérannée #Italie #salauds

#Pia_Klemp #sauvetage #ONG #Sea_Watch #Sea-Watch #criminalisation #solidarité #délit_de_solidarité #Iuventa

Ajouté à cette liste :
►https://seenthis.net/messages/780350

German boat captain Pia Klemp faces prison in Italy for migrant rescues

Pia Klemp stands accused of aiding illegal immigration after she saved people from drowning in the Mediterranean. The Bonn native has accused Italian authorities of organizing “a show trial.”

Nearly 60,000 people had signed a petition by Saturday afternoon demanding that Italy drop criminal proceedings against German boat captain Pia Klemp and other crew members who have rescued thousands of migrants in the Mediterranean Sea.

In an interview with the Basler Zeitung daily on Friday, Klemp said that a trial against her was due to begin soon after she and some of her compatriots were charged in Sicily with assisting in illegal immigration.

She said that she was told by her Italian lawyer that she could be looking at “up to 20 years in prison and horrendous fines.”

Klemp added, however, that she intended to fight the case up to the European Court of Human Rights in Strasbourg, France, if she had to.

The 35-year-old Bonn native has been under investigation in Italy since her ship, the Iuventa, was impounded in the summer of 2017, and the government has moved to ban her from sailing around the Italian coast. According to German public broadcaster WDR, through the work on that ship and the Sea-Watch 3, Klemp has personally assisted in the rescue of more than 1,000 people at risk of drowning in unsafe dinghies as they attempted to cross to Europe in search of a better life.

Read more: Italy’s Matteo Salvini wants hefty fines for migrant rescue vessels

Salvini’s crackdown

An already immigrant-unfriendly government in Rome became even more so in June 2018, when newly appointed Interior Minister and Deputy Prime Minister Matteo Salvini of the far-right League party promised a crackdown the likes of which modern Italy had never seen.

Since assuming office, Salvini has sought to put a stop to migrant rescue ships docking on Italian shores and allowing refugees to disembark. In January, the nationalist leader made headlines with the forced evacuation of hundreds of asylum-seekers from Italy’s second-largest refugee center and his refusal to clarify where the people, many of whom had lived in Castelnuovo di Porto for years and become integrated into town life, were being taken.

Shortly thereafter, Sicilian prosecutors ruled that Salvini could be charged with kidnapping more than 177 migrants left stranded on a ship he had ordered impounded.

’A yearslong show trial’

What frustrates Klemp the most, she told the Basler Zeitung, is that the costs — amounting to hundreds of thousands of euros — that she has had to prepare to cover from her own savings and some new donations “for what is likely to be a yearslong show trial” require money that could have been spent on rescue missions.

“But the worst has already come to pass,” she said. “Sea rescue missions have been criminalized.”

For this, the captain blames not only the Italian government but what she sees as a failure of the European Union “to remember its avowed values: human rights, the right to life, to apply for asylum, and the duty of seafarers to rescue those in danger at sea.”

Klemp added that “demagogues” such as Salvini, former Austrian Chancellor Sebastian Kurz and German Interior Minister Horst Seehofer were effectively allowing thousands to perish in the Mediterranean each year.

She pushed back at criticism that rescue missions encouraged more people to attempt the highly dangerous crossing. “There are scientific studies that disprove the idea that sea rescues are a so-called pull factor,” she said. “The people come because, unfortunately, there are so many reasons to flee.” And if countries close their borders, “they come via the Mediterranean because there is no legal way to get here,” she added.

To cover her potentially exorbitant legal costs, a bar in Bonn has announced a fundraising campaign to help Klemp. Cafe Bla has announced that for every patron who orders the “Pia beer,” 50 euro cents will be donated to their former waitress.

https://www.dw.com/image/49110655_303.jpg

▻https://seenthis.net/messages/786267

Mobilisation pour la capitaine d’un navire humanitaire

L’ancienne capitaine du « #Iuventa », immobilisé depuis 2017, encourt vingt ans de prison en Italie. Accusée de complicité avec les passeurs, elle affirme n’avoir fait que respecter le droit international, qui impose de porter secours à toute personne en détresse.

https://medias.liberation.fr/photo/1226773-ngos-saving-lives-in-the-mediterranean-sakharov-prize-finalist-2018.jpg?modified_at=1560270728&width=960#.jpg

▻https://www.liberation.fr/planete/2019/06/11/mobilisation-pour-la-capitaine-d-un-navire-humanitaire_1732973

I Helped Save Thousands of Migrants from Drowning. Now I’m Facing 20 Years in Jail | Opinion

In today’s Europe, people can be sentenced to prison for saving a migrant’s life. In the summer of 2017, I was the captain of the rescue ship Iuventa. I steered our ship through international waters along the Libyan coastline, where thousands of migrants drifted in overcrowded, unseaworthy dinghies, having risked their lives in search of safety. The Iuventa crew rescued over 14,000 people. Today, I and nine other members of the crew face up to twenty years in prison for having rescued those people and brought them to Europe. We are not alone. The criminalization of solidarity across Europe, at sea and on land, has demonstrated the lengths to which the European Union will go to make migrants’ lives expendable.

Two years ago, Europe made renewed efforts to seal the Mediterranean migrant route by draining it of its own rescue assets and outsourcing migration control to the so-called “Libyan Coast Guard”, comprised of former militia members equipped by the EU and instructed to intercept and return all migrants braving the crossing to Europe. NGO ships like the Iuventa provided one of the last remaining lifelines for migrants seeking safety in Europe by sea. For European authorities, we were a critical hurdle to be overcome in their war against migration.

In August 2017, the Iuventa was seized by the Italian authorities and the crew was investigated for “aiding and abetting illegal immigration.” Thus began an ongoing spate of judicial investigations into the operation of search and rescue vessels. Sailors like myself, who had rallied to the civil fleet when it seemed no European authority cared people were drowning at sea, were branded as criminals. The ensuing media and political campaign against us has gradually succeeded in removing almost all NGOs from the central Mediterranean, leaving migrants braving the sea crossing with little chance of survival.

We sea-rescuers have been criminalized not only for what we do but for what we have witnessed. We have seen people jump overboard their frail dinghies on sighting the so-called Libyan Coast Guard, preferring death at sea over return to the slavery, torture, rape and starvation that awaits them in EU-funded Libyan detention centers. We have also seen what becomes of those who are found too late. For days, I steered our ship through international waters with a dead two-year-old boy in the freezer. No European country had wanted to save him when they had the chance. His mother lived, and after days of drifting in wait of an open port, our ship brought her to Europe—when it no longer mattered to her. We rescuers know that those who drown at Europe’s doorstep are not unlucky casualties of the elements. The transformation of the Mediterranean into a mass grave for migrants is a European political project.

Over the past year, Italy’s interior minister Matteo Salvini has provided a useful alibi for centrist European political forces–those avowedly committed to “European values” of human rights. His persistent targeting of rescue NGOs and his decision to seal Italian ports to ships carrying rescued migrants has seen him cast as the “rotten egg” of an otherwise largely liberal European Union. But Matteo Salvini is neither the architect of Fortress Europe, nor its sole gatekeeper.

Alongside Italy’s ostentatious prosecution of sea rescuers, other European nations have adopted shrewder, subtler tactics, revoking their flags or miring ships’ crews in unnecessary and lengthy bureaucratic procedures. When Salvini sealed Italian ports, other member states expressed righteous indignation—but not one of them offered its own ports as havens for later rescues. One of two remaining rescue ships, Sea-Watch 3, has since spent weeks motoring along the European coast line with hundreds of refugees on board, pleading for an open port, only to find that their “cargo” was not wanted anywhere in Europe.

In the coming months, as the conflict in Libya intensifies, thousands more will be forced to brave the sea crossing. I know from experience that without rescue, the majority of them will die. Common sense tells me that with humanitarian vessels barred from saving lives and European commercial and military and Coast Guard ships instructed to avoid migrant routes, their chances of rescue are shrinking. I suspect European leaders share my common sense.

Meanwhile, we sea rescuers are not alone in facing charges for “crimes of solidarity.” On land across Europe, hundreds of men and women stand trial for having offered food, shelter or clothing to migrants. Among us are countless migrants criminalized for having helped other migrants in need, whose faces will likely not appear in esteemed publications.

None of us has been prosecuted for helping white Europeans. The simple truth is that in intimidating and punishing those of us who have offered their solidarity to migrants, Europe has worked systematically and with precision to segregate, humiliate and isolate its weakest members—if not based on race and ethnicity de jure, then certainly de facto.

None of us facing charges for solidarity is a villain, but neither are we heroes. If it is alarming that acts of basic human decency are now criminalized, it is no less telling that we have sometimes been lauded by well-intentioned supporters as saints. But those of us who have stood in solidarity with migrants have not acted out of some exceptional reserve of bravery or selfless compassion for others. We acted in the knowledge that the way our rulers treat migrants offers a clue about how they would treat the rest of us if they thought they could get away with it. Politicians who target, scapegoat and exploit migrants, do so to shore up a violent, unequal world—a world in which we, too, have to live and by which we, too, may be disempowered.

The criminalization of solidarity today is not only about stripping Europe’s most precarious of their means of survival. It is also an effort at foreclosing the forms of political organization that alliances between Europeans and migrants might engender; of barring the realization that in today’s Europe of rising xenophobia, racism, homophobia and austerity, the things that migrants seek—safety, comfort, dignity—are increasingly foreclosed to us Europeans as well.

And in hounding migrants and those standing in solidarity with them, Europe is not only waging a brutal battle of suppression. It is also belying its fear of what might happen if we Europeans and migrants made common cause against Fortress Europe, and expose it for what it is: a system that would pick us off one by one, European and migrant alike, robbing each of us in turn of our freedoms, security and rights. We should show them that they are right to be afraid.

Captain Pia Klemp is a vegan nature-lover, animal-rights and human-rights activist. Before joining search and rescue missions, Captain Pia Klemp was an activist for maritime conservation with Sea-Shepherd. Chloe Haralambous, a researcher and fellow rescue crew member, contributed to this op-ed.

The views expressed in this article are the author’s own.​​​​​

▻https://www.newsweek.com/refugees-mediterranean-sea-rescue-criminalization-solidarity-1444618

"...la démocratisation de la police..."

#flicologue #police #répression

Psychologie de la connerie Sous la direction de Jean-François Marmion
octobre 2018 - 384 pages - ISBN : 9782361065096
▻https://editions.scienceshumaines.com/psychologie-de-la-connerie_fr-699.htm

Un monde sans connards est possible !

En fait, non. Désolés.
Mais ça n’empêche pas d’y réfléchir. La connerie, chacun la connaît : nous la supportons tous au quotidien. C’est un fardeau. Et pourtant les psychologues, spécia­listes du comportement humain, n’ont jamais essayé de la définir. Mieux la comprendre pour mieux la combattre, tel est l’objectif de ce livre, même si nous sommes vaincus d’avance. Des psys de tous les pays, mais aussi des philosophes, sociologues et écrivains, nous livrent ici leur vision de la connerie humaine.

C’est une première mondiale. Et peut-être une dernière, profitez-en !

https://editions.scienceshumaines.com/pics_bdd/images/15397834002_psychologie-de-la-connerie-255.jpg

Avec les contributions de  : Dan Ariely, Brigitte Axelrad, Laurent Bègue, Claudie Bert, Stacey Callahan, Jean-Claude Carrière, Serge Ciccotti, Jean Cottraux, Boris Cyrulnik, Antonio Damasio, Sebastian Dieguez, Jean-François Dortier, Pascal Engel, Howard Gardner, Nicolas Gauvrit, Alison Gopnik, Ryan Holiday, Aaron James, François Jost, Daniel Kahneman, Pierre Lemarquis, Jean-François Marmion, Patrick Moreau, Edgar Morin, Tobie Nathan, Delphine Oudiette, Emmanuelle Piquet, Pierre de Senarclens, Yves-Alexandre Thalmann.

#Maintien_de_L'ordre

Les colonisateurs se sont appropriés les richesses et les œuvres d’art partout où ils passaient.
Quand tu visites les musées européens, tu retrouves partout les traces de ces pillages. Par exemple à Berlin, l’Autel de Pergame (Grèce) ou la Porte d’Ishtar (Babylone) ou à Paris, rien que l’Obélisque de Louxor qui trône au milieu de la concorde (avec son piédestal carrément modifié car jugé indécent) ou les collections du département de l’Egypte ancienne au Louvre. Tous les continents ont été impactés par cette voracité européenne, du palais impérial chinois aux trésors des Dogons.
Et ça se poursuit encore aujourd’hui avec le commerce « des antiquités » il suffit de faire un tour à Drouot ou dans les salles de vente.
Et tout ces vols sont exposés avec fierté par ces Etats dit démocratiques qui ont fait de l’Art une marchandise rentable.

#appropriation_culturelle #tableaux_de_chasse #pillage #trophées_de_guerre

Give the Easter Islanders their statue back – it doesn’t belong in the British Museum

If the spiritual importance of the artefact matters to its owners, why deny them? This is a political issue, not an aesthetic one

https://i.guim.co.uk/img/media/f1c8ddf8e71962970354e8f10822cfec583a3198/0_13_5568_3341/master/5568.jpg?width=620&quality=85&auto=format&fit=max&s=0618a1f1ec0e2c97045a3281dd76e3ac#.jpg

Cependant, l’UE défend les droits de l’Homme

 ? ? ? ? ? ?

Les droits de l’homme trés riche, blanc, serait une formulation plus acceptable.

La liste des signataires:
Moshe Zimmerman, an emeritus professor at Hebrew University and a former director of the university’s Koebner Center for German History; Moshe Zukermann, emeritus professor of history and philosophy of science at Tel Aviv University; Zeev Sternhell, a Hebrew University emeritus professor in political science and a current Haaretz columnist; Israel Prize laureate, sculptor Dani Karavan; Israel Prize laureate, photographer Alex Levac; Israel Prize laureate, artist Michal Naaman; Gadi Algazi, a history professor at Tel Aviv University; Eva Illouz, a professor of Sociology at the Hebrew University in Jerusalem and former President of Bezalel Academy of Art and Design; Gideon Freudenthal, a professor in the Cohn Institute for the History and Philosophy of Science and Ideas at Tel Aviv University; Rachel Elior, an Israeli professor of Jewish philosophy at the Hebrew University of Jerusalem; Anat Matar, philosophy professor at Tel Aviv University; Yael Barda, a professor of Sociology at the Hebrew University in Jerusalem; Miki Kratsman, a former chairman of the photography department at the Bezalel Academy of Arts and Design; Jose Brunner, an emeritus professor at Tel Aviv University and a former director of the Minerva Institute for German History; Alon Confino, a professor of Holocaust Studies at the University of Massachusetts at Amherst; Israel Prize laureate, graphic designer David Tartakover; Arie M. Dubnov, Chair of Israel Studies at George Washington University; David Enoch, history, philosophy and Judaic Studies professor at Israel’s Open University; Amos Goldberg, Jewish History and Contemporary Jewry professor at the Hebrew University of Jerusalem; Israel Prize laureate and vice-president of the Israel Academy of Sciences and Humanities David Harel; Hannan Hever, comparative literature and Judaic Studies professor at Yale University; Hannah Kasher, professor emerita in Jewish Thought at Bar-Ilan University; Michael Keren, emeritus professor of economics at Hebrew University of Jerusalem; Israel Prize laureate, Yehoshua Kolodny, professor emeritus in the Institute of Earth Sciences at Hebrew University of Jerusalem; Nitzan Lebovic, professor of Holocaust studies at Lehigh University; Idith Zertal, Hebrew University of Jerusalem; Dmitry Shumsky, professor of Jewish History at Hebrew University; Israel Prize laureate David Shulman, professor emeritus of Asian studies at Hebrew University of Jerusalem; Ishay Rosen-Zvi, Jewish philosophy professor at Tel Aviv University; Dalia Ofer, professor emerita in Jewry and Holocaust Studies at Hebrew University of Jerusalem; Paul Mendes-Flohr, professor emeritus for Jewish thoughts at the Hebrew University; Jacob Metzer, former president of Israel’s Open University; and Israel Prize laureate Yehuda Judd Ne’eman, professor emeritus at Tel Aviv University arts faculty

#Palestine

Est-ce qu’on pourrait avoir la liste complète des signataires ? Merci !

Traduction en français :

Des universitaires et artistes israéliens mettent en garde contre l’assimilation de l’antisionisme à l’antisémitisme
Haaretz, le 20 novembre 2018
▻http://www.france-palestine.org/Des-universitaires-et-artistes-israeliens-mettent-en-garde-contre-

#Palestine #Antisémitisme #Antisionisme

autre traduction : ▻https://seenthis.net/messages/737754

La liste des signataires:
Moshe Zimmerman, an emeritus professor at Hebrew University and a former director of the university’s Koebner Center for German History; Moshe Zukermann, emeritus professor of history and philosophy of science at Tel Aviv University; Zeev Sternhell, a Hebrew University emeritus professor in political science and a current Haaretz columnist; Israel Prize laureate, sculptor Dani Karavan; Israel Prize laureate, photographer Alex Levac; Israel Prize laureate, artist Michal Naaman; Gadi Algazi, a history professor at Tel Aviv University; Eva Illouz, a professor of Sociology at the Hebrew University in Jerusalem and former President of Bezalel Academy of Art and Design; Gideon Freudenthal, a professor in the Cohn Institute for the History and Philosophy of Science and Ideas at Tel Aviv University; Rachel Elior, an Israeli professor of Jewish philosophy at the Hebrew University of Jerusalem; Anat Matar, philosophy professor at Tel Aviv University; Yael Barda, a professor of Sociology at the Hebrew University in Jerusalem; Miki Kratsman, a former chairman of the photography department at the Bezalel Academy of Arts and Design; Jose Brunner, an emeritus professor at Tel Aviv University and a former director of the Minerva Institute for German History; Alon Confino, a professor of Holocaust Studies at the University of Massachusetts at Amherst; Israel Prize laureate, graphic designer David Tartakover; Arie M. Dubnov, Chair of Israel Studies at George Washington University; David Enoch, history, philosophy and Judaic Studies professor at Israel’s Open University; Amos Goldberg, Jewish History and Contemporary Jewry professor at the Hebrew University of Jerusalem; Israel Prize laureate and vice-president of the Israel Academy of Sciences and Humanities David Harel; Hannan Hever, comparative literature and Judaic Studies professor at Yale University; Hannah Kasher, professor emerita in Jewish Thought at Bar-Ilan University; Michael Keren, emeritus professor of economics at Hebrew University of Jerusalem; Israel Prize laureate, Yehoshua Kolodny, professor emeritus in the Institute of Earth Sciences at Hebrew University of Jerusalem; Nitzan Lebovic, professor of Holocaust studies at Lehigh University; Idith Zertal, Hebrew University of Jerusalem; Dmitry Shumsky, professor of Jewish History at Hebrew University; Israel Prize laureate David Shulman, professor emeritus of Asian studies at Hebrew University of Jerusalem; Ishay Rosen-Zvi, Jewish philosophy professor at Tel Aviv University; Dalia Ofer, professor emerita in Jewry and Holocaust Studies at Hebrew University of Jerusalem; Paul Mendes-Flohr, professor emeritus for Jewish thoughts at the Hebrew University; Jacob Metzer, former president of Israel’s Open University; and Israel Prize laureate Yehuda Judd Ne’eman, professor emeritus at Tel Aviv University arts faculty

Norwegian Frigate starts SINKING after colliding with an oil tanker
▻https://www.youtube.com/watch?v=ZBqV8eqqqvI

Oil tanker rams into Norwegian frigate, leaving eight injured
▻https://www.youtube.com/watch?v=NjhNDyrjFlk

Race to stop Norway frigate sinking after oil tanker collision
▻https://www.youtube.com/watch?v=APWCVhpPX2o

Beaucoup d’accidents de ce genre avec les navires de guerre US.
L’OTAN as t’elle adopté l’#Intelligence_artificielle afin de « piloter » ses navires ?

Pas d’infos précises,…

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

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

https://pbs.twimg.com/media/DrflL_kVYAAUaBI.jpg

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

Version française, sans les informations sur les échanges radio.

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

https://www.meretmarine.com/sites/default/files/styles/mem_846_article_content/public/new_objets_drupal/capture_decran_2018-11-08_a_17.55.12.png

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

Impressionnantes ces manœuvres de l’OTAN...
Y-a qq’un qui a vérifié si le capitaine du pétrolier n’était pas russe ? Ou d’ascendance russe ? Ou payé par les russes ?

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

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

https://www.maritime-executive.com/media/images/article/Photos/Wreckage_Salvage/navy-lookout-twitter-helge-ingstad.82e178.jpg

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

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

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

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

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

@biggrizzly, c’était, évidemment, ma première réaction : encore un coup des Russes,…

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

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

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

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

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

Apparemment, le pétrolier a été autorisé ce matin (à faire route, vers le terminal de Tetney sur la Humber en Grande-Bretagne.

https://dl.dropbox.com/s/r4oikedh63bnhlt/20181110_Helge_Ingstad.png

Très joli time lapse de l’intervention des remorqueurs. Le début de chavirage noté ci-dessus intervient alors que les remorqueurs semblent vouloir remettre le navire à flot…

▻https://www.aftenposten.no/norge/i/yv2kBa/Tankskip-og-fregatt-kolliderte-ved-Oygarden--krigsskipet-mistet-styringe

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

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

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

https://timedotcom.files.wordpress.com/2018/11/ca24244v.jpg

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

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

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

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

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

VGTV - Hør samtalen mellom skipene

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

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

Hør samtalen mellom skipene

Fedje VTS, det er Sola TS,

Sola TS, hør

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

(10 secondes)

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

(43 secondes)

Sola til VTS ?

Ja

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

Helge Ingstad, hører du Sola TS ?

Helge Ingstad

Er det du som kommer her nå ?

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

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

(7 secondes)

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

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

Det er mottatt.

(16 secondes)

Det er tauebåten. Over.

Ja, tauebåten er her, ja.

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

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

(?)

(25 secondes)

Fedje VTS til Sola TS ?

Sola TS hører.

Har du kontakt med vår DD krigskip ?
Ingen kontakt ?

Hei, dette er Helge Ingstad.

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

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

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

Ja, det er korrekt.

OK.
Hvor mange personer har du ombord ?

Vi har 134 personer ombord.

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

Ja, jeg skal gjøre det.

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

Fedje VTS til Sola TS ?

Sola TS svarer.

Hvor mange personer har du ombord totalt ?

(10 secondes)

23

Hvor mange passasjerer ?

23

23, ok, 2, 3

Få en status av deg når du vet litt mer.

Kan du gjenta ?

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

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

Ja, ok.

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

Ferje TS, KNM Helge Ingstad.

Helge Ingstad til VTS ?

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

Helge Ingstad har ikke fremdrift ?

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

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

Trenger umiddelbar assistanse.

(?) rett fram.

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

(?)

Ajax, Ajax til VTS ?

Trauebåten Ajax blir sendt fra terminalen med en gang.

Ajax, Ajax, jeg gjentar.

Ja Ferdje VTS til Ajax.

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

(?)

Helge Ingstad til VTS ?

Helge Ingstad.

Tauebåten Ajax fikk beskjed. Den er på vei.

(?)

Den (?) om mer enn tre minutter.

Ajax, Ajax, KNM Ingstad K16.

Ajax til VTS ?

Helge Ingstad, Ajax.

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

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

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

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

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

https://www.armytimes.com/resizer/5ylkMtkJOfuEl6AQIkN61_rqodw=/1200x630/filters:quality(100)/arc-anglerfish-arc2-prod-mco.s3.amazonaws.com/public/GYIXF5DD6NHLTBKTN6FQNHIBDA.jpg

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Transcription et traduction anglaise

Radar Images & Audio Log of KNM Helge Ingstad Frigate — Sola TS Oil Tanker Collision
The Collision Timeline
▻https://medium.com/@cargun/radar-images-audio-log-of-knm-helge-ingstad-frigate-sola-ts-oil-tanker-colli

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

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

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

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

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

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

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

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

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

https://gfx.nrk.no/Gw4NWHK-rSwD75R-IdmWGQdqf8eyXxLE4_lV36xIn-BA#.jpg

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

[…]

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

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

https://imbo.vgc.no/users/e24/images/13fae900bdd26fddfc7d1b71d570c0f1?t[0]=crop:width=5472,height=3079,x=0,y=154&t[1]=maxSize:width=990&t[2]=resize:width=990&accessToken=0a0f58e0ceb75f8b71d873c456f8ac8dd425afca842a53174510dc13f5c2e7a9#.jpg

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

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

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

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

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

RIP KNM Helge Ingstad !

https://3kbo302xo3lg2i1rj8450xje-wpengine.netdna-ssl.com/wp-content/uploads/2018/11/2018-11-13T112918Z_1509402910_RC124063F690_RTRMADP_3_NORWAY-ACCIDENT-768x512.jpg

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

https://s2.reutersmedia.net/resources/r/?m=02&d=20181113&t=2&i=1324973425&r=LYNXNPEEAC0RB#.jpg

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

https://bt.mnocdn.no/images/f7928226-ad1b-45e8-a346-c32630a7c932#.jpg

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

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

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

https://upload.wikimedia.org/wikipedia/commons/7/7c/Foggo_2018.jpg

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

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

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

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

https://imbo.vgtv.no/users/vgtv/images/e3ae08895b24b8542cd8b3f9341cd694?t%5B%5D=1960x1100q50#.jpg

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

Therese RidarMagnus NewthOda Leraan Skjetne
Publisert:16.11.18 21:15

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

https://www.armytimes.com/resizer/JfNPJqN6z65YoYL-0g0YOgfZ9mk=/1200x630/filters:quality(100)/arc-anglerfish-arc2-prod-mco.s3.amazonaws.com/public/EFJ6FBPUOVBPHKSQCYJZWLC4SU.jpg

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

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

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

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

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

https://i1.wp.com/norwaytoday.info/wp-content/uploads/2018/12/Ingstad_Salvage_c6b18c20-d0b3-449b-8d78-4d7ea38c727b.jpg?fit=1100%2C679

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

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

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

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

DNV approved KNM «Helge Ingstad» last year - Norway Today
▻http://norwaytoday.info/news/dnv-gl-approved-knm-helge-ingstad-last-year

https://i2.wp.com/norwaytoday.info/wp-content/uploads/2018/11/Ingstad_sunk_cert_70453215.png?fit=738%2C443

Both the classification company DNV-GL and the Norwegian Defence Material Supervision (FMT) approved the warship last April, according to Sysla.no.

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

https://static.latribune.fr/full_width/1050698/fregate-norvegienne-knm-helge-ingstad-navantia.jpg

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

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

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

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

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

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

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

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

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

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

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

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

Visite sous-marine de l’épave de la KNM Helge Ingstad

Under vann : Se de store skadene på KNM Helge Ingstad
▻https://www.youtube.com/watch?v=peQjN0LSsy8

La séquence commence par la dépose d’une des rampes de lancement du Naval Strike Missile d’un des deux affuts de 4 tubes.
Puis des images de l’intérieur avec passages entre extérieur et intérieur par la déchirure dont on peut constater l’énormité.

jugement (première instance) mai 2023
►https://seenthis.net/messages/1003109

Egypt

Introduction

Egypt is a destination country along the central Mediterranean refugee route with people arriving from both the Middle East and east Africa. A growing population of concern is stranded in the most overcrowded and poorest neighbourhoods of its largest cities such as Cairo and Alexandria as a result of an upward trend of new arrivals and tightened control measures aimed at curbing irregular outflows towards Europe.

Of the more than 247 000 refugees registered by the UNHCR, around 133 000 are from Syria with the remainder from East Africa or Iraq.
What are the needs?

Egypt continues to see a steady increase of refugees and migrants. Almost 31 000 were registered in 2018, more than 30 percent of them Syrians.

Newly-arrived refugees and asylum seekers mix with an urban refugee population as well as with stranded migrants, and are heavily reliant on humanitarian assistance. Refugees reside in overcrowded and impoverished urban centres, where local communities already struggle with difficult living conditions, high unemployment rates and poor access to critical services such as healthcare and education. According to the UN, 85 percent of registered Syrian refugees in Egypt are unable to meet their basic needs.

This coincides with Egypt’s worst economic recession in decades, which has seen dramatic price hikes in food and utilities. In addition, refugees from African countries have no or limited access to formal education and suffer linguistic barriers and discrimination, further contributing to their marginalisation.

How are we helping?

European Union assistance targets Syrian refugees and the most vulnerable among other refugees groups and their hosting communities. The EU funds humanitarian projects that focus on three main priorities: protection, healthcare, and education in emergency (EiE).

Given the upward trend for new arrivals and, amongst them, the sharp increase of unaccompanied and separated children, strengthening core protection activities for the most vulnerable remains the paramount objective.

While refugees in Egypt are legally entitled to access public health services, several structural causes (e.g. poor quality of services), calling for developmental investments, limit their capacity to benefit from them.

The EU’s humanitarian aid efforts aim to facilitate access to emergency health services, particularly maternal and reproductive health, for those refugees without financial means to afford health fees, as well as for victims of discrimination and marginalisation. The most vulnerable groups or individuals in the hosting communities may also benefit from these interventions.

In the area of education, the EU’s humanitarian aid funding intends to provide access to formal schooling and reduce related barriers for the most vulnerable refugee children. Barriers to education may be academic, financial, institutional or social and emotional, as well as any other obstacles children face as refugees. The support for educational activities focuses on primary and secondary school levels.

The EU also provides multipurpose cash assistance to address the basic expenditures of those most in need among the registered refugees through cash transfers. The value of the transfer is normally based on a minimum expenditure basket (MEB, or what a household needs on a regular or seasonal basis and its average cost over time), while taking into account the contribution made by households, and available resources.

▻https://ec.europa.eu/echo/where/middle-east/egypt_en
#Egypte

Avec ce commentaire de Marie Martin via la liste Migreurop :

Pour celles et ceux pour qui ce serait pas clair, l’Union européenne considère désormais l’Egypte comme un pays de « destination » pour les personnes réfugiées, alors que les années précédentes les documents officiels parlaient de pays de « transit et de destination ». L’appel du HCR fait ainsi étrangement écho à une réalité qui ressemblerait presque à une #prophétie_auto-réalisatrice.

–-> Appel du #HCR :

Le HCR appelle à un « soutien crucial » en faveur de l’Egypte, débordée par le nombre de réfugiés

Près de 250 000 réfugiés et demandeurs d’asile sont présents dans le pays, principalement des Syriens, des Soudanais et des Ethiopiens.
Le nombre de réfugiés arrivant en Egypte est en hausse, a signalé l’ONU, jeudi 28 février, appelant à un « soutien crucial » face aux « ressources insuffisantes » du pays, partenaire clé dans le contrôle des migrations en Méditerranée. « Les conflits en cours au Yémen et en Afrique subsaharienne ont forcé davantage de personnes à fuir en Egypte », a indiqué dans un communiqué le Haut Commissariat des Nations unies pour les réfugiés (HCR).

Le nombre de réfugiés et de demandeurs d’asile enregistrés dans le pays au cours des deux dernières années a augmenté de 24 %, selon cette organisation internationale spécialisée. Au total, près de 250 000 réfugiés et demandeurs d’asile sont enregistrés par le HCR en Egypte, principalement des Syriens, des Soudanais et des Ethiopiens, selon des chiffres publiés en février par l’agence de l’ONU.
« Des conditions humanitaires épouvantables »

La capacité d’accueil de l’Egypte « est sous forte pression en raison de cette hausse d’arrivées et de ressources insuffisantes », a averti le HCR. « Huit réfugiés sur dix en Egypte vivent dans des conditions humanitaires épouvantables, estime dans ce communiqué le Haut Commissaire des Nations unies pour les réfugiés, Filippo Grandi. Ils ne peuvent même pas satisfaire leurs besoins les plus élémentaires. Mettre du pain sur la table est un défi quotidien. Or nous ne sommes pas en mesure de leur fournir le strict nécessaire ni de maintenir nos principaux programmes de protection des réfugiés dans ce pays. » Le HCR appelle ainsi à un « soutien crucial ».

Du 24 au 26 février, l’Egypte a accueilli un sommet entre la Ligue arabe et l’Union européenne, dont la lutte contre l’immigration illégale était l’un des thèmes principaux au menu des discussions, sans aboutir à des annonces concrètes. Dans ses relations avec les chancelleries européennes, Le Caire se présente régulièrement comme un champion de la lutte contre l’immigration illégale et un modèle pour l’intégration des réfugiés sur son sol.

▻https://www.lemonde.fr/afrique/article/2019/03/01/le-hcr-appelle-a-un-soutien-crucial-en-faveur-de-l-egypte-debordee-par-le-no
#UNHCR