position:project manager

  • For six months, these Palestinian villages had running water. Israel put a stop to it
    For six months, Palestinian villagers living on West Bank land that Israel deems a closed firing range saw their dream of running water come true. Then the Civil Administration put an end to it

    Amira Hass Feb 22, 2019 3:25 PM

    https://www.haaretz.com/israel-news/.premium-why-doesn-t-israel-want-palestinians-to-have-running-water-1.69595

    The dream that came true, in the form of a two-inch water line, was too good to be true. For about six months, 12 Palestinian West Bank villages in the South Hebron Hills enjoyed clean running water. That was until February 13, when staff from the Israeli Civil Administration, accompanied by soldiers and Border Police and a couple of bulldozers, arrived.

    The troops dug up the pipes, cut and sawed them apart and watched the jets of water that spurted out. About 350 cubic meters of water were wasted. Of a 20 kilometer long (12 mile) network, the Civil Administration confiscated remnants and sections of a total of about 6 kilometers of piping. They loaded them on four garbage trucks emblazoned with the name of the Tel Aviv suburb of Ramat Gan on them.

    The demolition work lasted six and a half hours. Construction of the water line network had taken about four months. It had been a clear act of civil rebellion in the spirit of Mahatma Gandhi and Martin Luther King against one of the most brutal bans that Israel imposes on Palestinian communities in Area C, the portion of the West Bank under full Israeli control. It bars Palestinians from hooking into existing water infrastructure.

    The residential caves in the Masafer Yatta village region south of Hebron and the ancient cisterns used for collecting rainwater confirm the local residents’ claim that their villages have existed for decades, long before the founding of the State of Israel. In the 1970s, Israel declared some 30,000 dunams (7,500 acres) in the area Firing Range 918.

    In 1999, under the auspices of the negotiations between Israel and the Palestinian Authority, the army expelled the residents of the villages and demolished their structures and water cisterns. The government claimed that the residents were trespassing on the firing range, even though these were their lands and they have lived in the area long before the West Bank was captured by Israel.

    When the matter was brought to the High Court of Justice, the court approved a partial return to the villages but did not allow construction or hookups to utility infrastructure. Mediation attempts failed, because the state was demanding that the residents leave their villages and live in the West Bank town of Yatta and come to graze their flocks and work their land only on a few specific days per year.

    But the residents continued to live in their homes, risking military raids and demolition action — including the demolition of public facilities such as schools, medical clinics and even toilets. They give up a lot to maintain their way of life as shepherds, but could not forgo water.

    “The rainy season has grown much shorter in recent years, to only about 45 days a year,” explained Nidal Younes, the chairman of the Masafer Yatta council of villages. “In the past, we didn’t immediately fill the cisterns with rainwater, allowing them to be washed and cleaned first. Since the amount of rain has decreased, people stored water right away. It turns out the dirty water harmed the sheep and the people.”

    Because the number of residents has increased, even in years with abundant rain, at a certain stage the cisterns ran dry and the shepherds would bring in water by tractor. They would haul a 4 cubic meter (140 square foot) tank along the area’s narrow, poor roads — which Israel does not permit to have widened and paved. “The water has become every family’s largest expense,” Younes said.

    In the village of Halawa, he pointed out Abu Ziyad, a man of about 60. “I always see him on a tractor, bringing in water or setting out to bring back water.”

    Sometimes the tractors overturn and drivers are injured. Tires quickly wear out and precious work days go to waste. “We are drowning in debt to pay for the transportation of water,” Abu Ziyad said.

    In 2017, the Civil Administration and the Israeli army closed and demolished the roads to the villages, which the council had earlier managed to widen and rebuild. That had been done to make it easier to haul water in particular, but also more generally to give the villages better access.

    The right-wing Regavim non-profit group “exposed” the great crime committed in upgrading the roads and pressured the Civil Administration and the army to rip them up. “The residents’ suffering increased,” Younes remarked. “We asked ourselves how to solve the water problem.”

    The not very surprising solution was installing pipes to carry the water from the main water line in the village of Al-Tuwani, through privately owned lands of the other villages. “I checked it out, looking to see if there was any ban on laying water lines on private land and couldn’t find one,” Younes said.

    Work done by volunteers

    The plumbing work was done by volunteers, mostly at night and without heavy machinery, almost with their bare hands. Ali Debabseh, 77, of the village of Khalet al-Daba, recalled the moment when he opened the spigot installed near his home and washed his face with running water. “I wanted to jump for joy. I was as happy as a groom before his wedding.”

    Umm Fadi of the village of Halawa also resorted to the word “joy” in describing the six months when she had a faucet near the small shack in which she lives. “The water was clean, not brown from rust or dust. I didn’t need to go as far as the cistern to draw water, didn’t need to measure every drop.”

    Now it’s more difficult to again get used to being dependent on water dispensed from tanks.

    The piping and connections and water meters were bought with a 100,000 euro ($113,000) European donation. Instead of paying 40 shekels ($11) per cubic meter for water brought in with water tanks, the residents paid only about 6 shekels for the same amount of running water. Suddenly they not only saved money, but also had more precious time.

    The water lines also could have saved European taxpayers money. A European project to help the residents remain in their homes had been up and running since 2011, providing annual funding of 120,000 euros to cover the cost of buying and transporting drinking water during the three summer months for the residents (but not their livestock).

    The cost was based on a calculation involving consumption of 750 liters per person a month, far below the World Health Organization’s recommended quantity. There are between 1,500 and 2,000 residents. The project made things much easier for such a poor community, which continued to pay out of its own pocket for the water for some 40,000 sheep and for the residents’ drinking water during the remainder of the year. Now that the Civil Administration has demolished the water lines, the European donor countries may be forced to once again pay for the high price of transporting water during the summer months, at seven times the cost.

    For its part, the Civil Administration issued a statement noting that the area is a closed military zone. “On February 13,” the statement said, “enforcement action was taken against water infrastructure that was connected to illegal structures in this area and that were built without the required permits.”

    Ismail Bahis should have been sorry that the pipes were laid last year. He and his brothers, residents of Yatta, own water tankers and were the main water suppliers to the Masafer Yatta villages. Through a system of coupons purchased with the European donation, they received 800 shekels for every shipment of 20 cubic meters of water. But Bahis said he was happy he had lost out on the work.

    “The roads to the villages of Masafer Yatta are rough and dangerous, particularly after the army closed them,” he said. “Every trip of a few kilometers took at least three and a half hours. Once I tipped over with the tanker. Another time the army confiscated my brother’s truck, claiming it was a closed military zone. We got the truck released three weeks later in return for 5,000 shekels. We always had other additional expenses replacing tires and other repairs for the truck.

    Nidal Younes recounted that the council signed a contract with another water carrier to meet the demand. But that supplier quit after three weeks. He wouldn’t agree to drive on the poor and dangerous roads.

    On February 13, Younes heard the large group of forces sent by the Civil Administration beginning to demolish the water lines near the village of Al-Fakhit. He rushed to the scene and began arguing with the soldiers and Civil Administration staff.

    Border Police arrests

    Border Police officers arrested him, handcuffed him and put him in a jeep. His colleague, the head of the Al-Tuwani council, Mohammed al-Raba’i, also approached those carrying out the demolition work to protest. “But they arrested me after I said two words. At least Nidal managed to say a lot,” he said with a smile that concealed sadness.

    Two teams carried out the demolition work, one proceeding toward the village of Jinbah, to the southeast, the second advanced in the direction of Al-Tuwani, to the northwest. They also demolished the access road leading to the village of Sha’ab al-Butum, so that even if Bahis wanted to transport water again, he would have had to make a large detour to do so.

    Younes was shocked to spot a man named Marco among the team carrying out the demolition. “I remembered him from when I was a child, from the 1980s when he was an inspector for the Civil Administration. In 1985, he supervised the demolition of houses in our village, Jinbah — twice, during Ramadan and Eid al-Fitr [marking the end of the Ramadan holy month],” he said.

    “They knew him very well in all the villages in the area because he attended all the demolitions. The name Marco was a synonym for an evil spirit. Our parents who saw him demolish their homes, have died. He disappeared, and suddenly he has reappeared,” Younes remarked.

    Marco is Marco Ben-Shabbat, who has lead the Civil Administration’s supervision unit for the past 10 years. Speaking to a reporter from the Israel Hayom daily who accompanied the forces carrying out the demolition work, Ben-Shabbat said: “The [water line] project was not carried out by the individual village. The Palestinian Authority definitely put a project manager here and invested a lot of money.”

    More precisely, it was European governments that did so.

    From all of the villages where the Civil Administration destroyed water lines, the Jewish outposts of Mitzpeh Yair and Avigayil can be seen on the hilltops. Although they are unauthorized and illegal even according to lenient Israeli settlement laws, the outposts were connected almost immediately to water and electricity grids and paved roads lead to them.

    “I asked why they demolished the water lines,” Nidal Younes recalled. He said one of the Border Police officers answered him, in English, telling him it was done “to replace Arabs with Jews.”

    #Financementeuropéen

    • Under Israeli Occupation, Water Is a Luxury

      Of all the methods Israel uses to expel Palestinians from their land, the deprivation of water is the most cruel. And so the Palestinians are forced to buy water that Israel stole from them
      Amira Hass
      Feb 24, 2019 9:45 PM
      https://www.haaretz.com/israel-news/.premium-under-israeli-occupation-water-is-a-luxury-1.6962821

      Water pipes cut by the Israeli military in the village of Khalet al-Daba, February 17, 2019. Eliyahu Hershkovitz

      When I wrote my questions and asked the spokesperson’s office of the Coordinator of Government Activities in the Territories to explain the destruction of the water pipelines in the Palestinian villages southeast of Yatta, on February 13, my fingers started itching wanting to type the following question: “Tell me, aren’t you ashamed?” You may interpret it as a didactic urge, you can see it as a vestige of faith in the possibility of exerting an influence, or a crumb of hope that there’s somebody there who doesn’t automatically carry out orders and will feel a niggling doubt. But the itching in my fingers disappeared quickly.

      This is not the first time that I’m repressing my didactic urge to ask the representatives of the destroyers, and the deprivers of water, if they aren’t ashamed. After all, every day our forces carry out some brutal act of demolition or prevent construction or assist the settlers who are permeated with a sense of racial superiority, to expel shepherds and farmers from their land. The vast majority of these acts of destruction and expulsion are not reported in the Israeli media. After all, writing about them would require the hiring of another two full-time reporters.

      These acts are carried out in the name of every Israeli citizen, who also pays the taxes to fund the salaries of the officials and the army officers and the demolition contractors. When I write about one small sampling from among the many acts of destruction, I have every right as a citizen and a journalist to ask those who hand down the orders, and those who carry them out: “Tell me, can you look at yourself in the mirror?”

      But I don’t ask. Because we know the answer: They’re pleased with what they see in the mirror. Shame has disappeared from our lives. Here’s another axiom that has come down to us from Mount Sinai: The Jews have a right to water, wherever they are. Not the Palestinians. If they insist on living outside the enclaves we assigned to them in Area A, outside the crowded reservations (the city of Yatta, for example), let them bear the responsibility of becoming accustomed to living without water. It’s impossible without water? You don’t say. Then please, let the Palestinians pay for water that is carried in containers, seven times the cost of the water in the faucet.

      It’s none of our business that most of the income of these impoverished communities is spent on water. It’s none of our business that water delivery is dangerous because of the poor roads. It’s none of our business that the Israel Defense Forces and the Civil Administration dig pits in them and pile up rocks – so that it will be truly impossible to use them to transport water for about 1,500 to 2,000 people, and another 40,000 sheep and goats. What do we care that only one road remains, a long detour that makes delivery even more expensive? After all, it’s written in the Torah: What’s good for us, we’ll deny to others.

      I confess: The fact that the pyramid that carries out the policy of depriving the Palestinians of water is now headed by a Druze (Brig. Gen. Kamil Abu Rokon, the Coordinator of Government Activities in the Territories) made the itching in my fingers last longer. Maybe because when Abu Rokon approaches the faucet, he thinks the word “thirsty” in the same language used by the elderly Ali Dababseh from the village of Khalet al-Daba to describe life with a dry spigot and waiting for the tractor that will bring water in a container. Or because Abu Rokon first learned from his mother how to say in Arabic that he wants to drink.

      Water towers used by villages due to lack of running water in their homes. Eliyahu Hershkovitz

      But that longer itching is irrational, at least based on the test of reality. The Civil Administration and COGAT are filled with Druze soldiers and officers whose mother tongue is Arabic. They carry out the orders to implement Israel’s settler colonial policy, to expel Palestinians and to take over as much land as possible for Jews, with the same unhesitant efficiency as their colleagues whose mother tongue is Hebrew, Russian or Spanish.

      Of all the Israeli methods of removing Palestinians from their land in order to allocate it to Jews from Israel and the Diaspora, the policy of water deprivation is the cruelest. And these are the main points of this policy: Israel does not recognize the right of all the human beings living under its control to equal access to water and to quantities of water. On the contrary. It believes in the right of the Jews as lords and masters to far greater quantities of water than the Palestinians. It controls the water sources everywhere in the country, including in the West Bank. It carries out drilling in the West Bank and draws water in the occupied territory, and transfers most of it to Israel and the settlements.

      The Palestinians have wells from the Jordanian period, some of which have already dried up, and several new ones from the past 20 years, not as deep as the Israeli ones, and together they don’t yield sufficient quantities of water. The Palestinians are therefore forced to buy from Israel water that Israel is stealing from them.

      Because Israel has full administrative control over 60 percent of the area of the West Bank (among other things it decides on the master plans and approves construction permits), it also forbids the Palestinians who live there to link up to the water infrastructure. The reason for the prohibition: They have no master plan. Or that’s a firing zone. And of course firing zones were declared on Mount Sinai, and an absence of a master plan for the Palestinian is not a deliberate human omission but the act of God.

    • Pendant six mois, ces villages palestiniens ont eu de l’eau courante. Israël y a mis fin
      25 février | Amira Hass pour Haaretz |Traduction SF pour l’AURDIP
      https://www.aurdip.org/pendant-six-mois-ces-villages.html

      Pendant six mois, des villageois palestiniens vivant en Cisjordanie sur une terre qu’Israël considère comme une zone de feu fermée, ont vu leur rêve d’eau courante devenir réalité. Puis l’administration civile y a mis fin.

  • Is Shared #database in #microservices actually anti-pattern?
    https://hackernoon.com/is-shared-database-in-microservices-actually-anti-pattern-8cc2536adfe4?s

    I used to work with several projects leveraging idea of microservices. What always was a problem (besides deployment, but having enough DevOps resources it is pretty much solvable) is separation of concerns.If you look at books, blog posts and tweets about microservices architecture (there are already millions of them), you’ll see that everyone declares nearly the same idea — microservices must be independent. That completely makes sense. But in words.In reality if you want to build exactlty microservices but not just monolith with couple of side services, you’ll have to think about splitting your business domain. And here you unlikely find any good advices. First of all, in many cases it’s just not completely solvable, second, after a meeting with the project manager your business domain (...)

    #shared-database #antipattern #software-architecture

  • #scrum Project Management: Secrets of Effective Sprint Planning
    https://hackernoon.com/djangostars-scrum-project-management-secrets-of-effective-sprint-plannin

    Nataliia Peterheria — Project Manager at Django Stars.Our experiences make us who we are. This guide is a set of personal findings and experiences the development team and I acquired while working on numerous projects. Like many other companies, we work in Scrum. But Scrum just gives us rules on how to organize the work process. By trial and error, I tried to polish formula to organize every sprint as efficiently as possible based on business demands and team capacities. By using the formula, we managed to create a smooth and harmonic process, the product was finished by the end of the project, no time was wasted during sprints, and no team member was left sitting on their thumbs. For example, as it often happens when teams use an ill-defined approach to planning sprints, developers do (...)

    #sprint-planning #effective-sprint-planning #project-management #agile

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


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

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

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

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

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

    • Pas d’infos précises,…

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

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


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

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

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

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


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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

      VGTV - Hør samtalen mellom skipene

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

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

      Hør samtalen mellom skipene

      Fedje VTS, det er Sola TS,

      Sola TS, hør

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

      (10 secondes)

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

      (43 secondes)

      Sola til VTS ?

      Ja

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

      Helge Ingstad, hører du Sola TS ?

      Helge Ingstad

      Er det du som kommer her nå ?

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

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

      (7 secondes)

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

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

      Det er mottatt.

      (16 secondes)

      Det er tauebåten. Over.

      Ja, tauebåten er her, ja.

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

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

      (?)

      (25 secondes)

      Fedje VTS til Sola TS ?

      Sola TS hører.

      Har du kontakt med vår DD krigskip ?
      Ingen kontakt ?

      Hei, dette er Helge Ingstad.

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

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

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

      Ja, det er korrekt.

      OK.
      Hvor mange personer har du ombord ?

      Vi har 134 personer ombord.

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

      Ja, jeg skal gjøre det.

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

      Fedje VTS til Sola TS ?

      Sola TS svarer.

      Hvor mange personer har du ombord totalt ?

      (10 secondes)

      23

      Hvor mange passasjerer ?

      23

      23, ok, 2, 3

      Få en status av deg når du vet litt mer.

      Kan du gjenta ?

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

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

      Ja, ok.

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

      Ferje TS, KNM Helge Ingstad.

      Helge Ingstad til VTS ?

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

      Helge Ingstad har ikke fremdrift ?

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

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

      Trenger umiddelbar assistanse.

      (?) rett fram.

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

      (?)

      Ajax, Ajax til VTS ?

      Trauebåten Ajax blir sendt fra terminalen med en gang.

      Ajax, Ajax, jeg gjentar.

      Ja Ferdje VTS til Ajax.

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

      (?)

      Helge Ingstad til VTS ?

      Helge Ingstad.

      Tauebåten Ajax fikk beskjed. Den er på vei.

      (?)

      Den (?) om mer enn tre minutter.

      Ajax, Ajax, KNM Ingstad K16.

      Ajax til VTS ?

      Helge Ingstad, Ajax.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

      […]

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

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

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

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

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

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

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

    • RIP KNM Helge Ingstad !


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

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


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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

      Therese RidarMagnus NewthOda Leraan Skjetne
      Publisert:16.11.18 21:15

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

  • Refugee doctors programme could boost GP workforce

    Refugee doctors will be trained to work in general practice under a scheme set to launch this winter.

    The first-of-its-kind programme is being set up by BMA charities chairman Dr Andrew Mowat - who hopes some of the hundreds of refugee doctors living in the UK can be encouraged to take up GP careers.

    ‘I am setting up a refugee doctor programme in north-east Lincolnshire and we are just about ready to go,’ Dr Mowat told GPonline. ‘It’s going to be focused particularly on primary care with most of the placements in primary care.

    ‘We are desperately short of GPs,’ Dr Mowat added. ‘It is my hope that by giving refugee doctors who have come to the UK a positive experience of general practice to start with, by saying: “This is the place where you were welcome”, that they will come back after their training is complete and say: “Do you know what, I quite fancy going into primary care”.’
    GP workforce

    The scheme, set up by Lincolnshire LMC, Northern Lincolnshire and Goole NHS Foundation Trust and North East Lincolnshire CCG, with funding from Health Education Yorkshire & Humber - aims to recruit 10 refugee doctors this winter and then to expand. Doctors will be offered community placements and ’mentors, tutors and supporters drawn equally from primary care as from hospital care’.

    The refugee scheme comes as the number of full-time equivalent GPs in England is continuing to fall, with more than 500 leaving the workforce in the three months to June 2018.

    Lincolnshire is feeling the effects of the GP workforce crisis particularly keenly, Dr Mowat said, with roughly 50-70 vacancies in general practice across the county.

    Hundreds of refugee doctors are in the UK, but many are currently not in work. The BMA has 640 doctors registered with its refugee doctors initiative - only around 100 of whom have gone on to work in the NHS, according to Dr Mowat.

    Research commissioned by the BMA has shown that it costs almost £300,000 to train one foundation year (FY) 2 doctor in the UK - compared with just £25,000 to retrain a refugee doctor into work.
    Medical training

    Dr Mowat said the Lincolnshire scheme would start with doctors only, and could expand later to help other refugee health professionals into work. Existing refugee schemes were based in major cities, he added - and rurality could be a ’unique selling point’ for the programme.

    Dr Ekta Elston, medical director of NHS North East Lincolnshire CCG, said: ’Supporting doctors who have had to leave their own countries to continue to use their valuable skills for the benefit of people in North East Lincolnshire is a very welcome development. This will add additional clinical capacity to our local health system.’

    A spokesperson for Health Education England (HEE) said: ‘A significant number of health professionals who are settled in the UK arrive with a wealth of experience, skills and knowledge and can provide the NHS workforce with quality staffing which in return benefits patient care.’

    A recent report from London-based charity Building Bridges - one of the existing refugee doctor schemes - there is a ‘growing interest’ in general practice among refugee doctors even though many come from countries that ‘tend not to have well-developed primary care’.
    Doctor placements

    One practice that has offered placements to refugee doctors through Building Bridges is Gordon House surgery in Ealing. GP principal Dr Ravi Ramanathan told GPonline: ‘We have had two doctors so far, Aweed and Ayub, who are both from Afghanistan. They worked as healthcare assistants and note summarisers at the practice and were supervised by our senior nurses Marie and Robyn.

    ‘Both doctors enjoyed the attachment as they felt a sense of belonging in a large team and they significantly improved their English and understood motivations and workings of the NHS. We also found it very positive - they were well received by patients and fitted in well with the whole team.’

    Fahira Mulamehic, project manager for the refugee healthcare professionals programme at Building Bridges, said: ‘The programme provides excellent value for money and inclusion of refugee healthcare professionals (RHPs) into the NHS workforce has significant benefits in meeting gaps in the NHS.’

    Dr Mowat said primary care was ’ripe’ for a refugee training scheme. He sketched out how the Lincolnshire scheme would work: ‘You start with language skills and help them get through the first part of their language exam and then you introduce them to clinical practice. Once their language is coming on they go on to observation placements in selected units in the hospital, which are selected by their ability to teach. And I guess we have lots of examples of similar teaching environments in primary care with, for instance, medical student placements.’

    https://www.gponline.com/refugee-doctors-programme-boost-gp-workforce/article/1497336
    #réfugiés #asile #migrations #travail #intégration #intégration_professionnelle #médecins #UK #Angleterre

  • Are #innovation Projects More Convoluted?
    https://hackernoon.com/are-innovation-projects-more-convoluted-b0866e36b999?source=rss----3a814

    Are you trying to think creatively and come up with something new for your company? Are you working so fast that you don’t have time to think about project #management? Are you not quite sure what you or your team should be doing next? Are you spending too much time searching for emails, files, or cost estimates that you can’t find because you can’t remember where you put them? And you don’t really have a project manager… because everyone is working on the project….In a world where speed may be critical (though luck may be just as important) it can be tempting to skip the typical project management steps and just keep moving.There are currently two wide-spread approaches that one can take to manage a project of size. The Waterfall method centers around the creation of a Gantt chart. I would (...)

    #project-management #agile

  • Where Do Product #ideas Come From?
    https://hackernoon.com/where-do-product-ideas-come-from-d035c8d6b2e4?source=rss----3a8144eabfe3

    A How-To Guide on Product IdeationOne of the most important skills that separates a junior product manager from a senior PM (or a project manager from a product manager) is the ability to generate good product ideas. Good project managers may excel at managing sprints and shipping features, but the secret sauce of knowing what to build and when is more difficult to master.That does not mean you should immediately draft up a stream-of-consciousness email to your manager with 500 random thoughts entitled “Stuff we could build”. Instead, coming up with the right set of high-impact product ideas depends on your team/role, your company goals, and the nature of your business.At a high level, there are three types of product ideas:Optimizations & testing: Small improvements to the product (...)

    #startup #user-research #product-management #entrepreneurship

  • Des artistes anglais à #Radiohead:

    Le grand #Ken_Loach:

    Radiohead need to join the cultural boycott of Israel – why won’t they meet with me to discuss it?
    Ken Loach, The Independent, le 11 juillet 2017
    https://www.independent.co.uk/voices/radiohead-israel-palestine-boycott-bds-thom-yorke-ken-loach-meet-disc

    Traduction en français:

    Radiohead devrait se joindre au boycott culturel d’Israël – pourquoi ne veulent-ils pas me rencontrer pour en discuter ?
    Ken Loach, The Independent, le 11 juillet 2017
    https://www.bdsfrance.org/radiohead-devrait-se-joindre-au-boycott-culturel-disrael-pourquoi-ne-veul

    #Dave_Randall est le guitariste du groupe #Faithless:

    Radiohead are wrong to play in Israel. Here’s why
    Dave Randall, The Guardian, le 11 juillet 2017
    https://www.theguardian.com/commentisfree/2017/jul/11/radiohead-reject-israel-boycott-play-tel-aviv-palestinians

    La réponse de #Thom-Yorke à Ken Loach:

    Thom Yorke responds to Ken Loach letter asking Radiohead to cancel Israel concert
    Roisin O’Connor, The Independent, le 12 juillet 2017
    http://www.independent.co.uk/arts-entertainment/music/news/radiohead-israel-concert-ken-loach-letter-thom-yorke-boycott-tel-aviv

    Le grand #Mike_Leigh:

    Mike Leigh slams Radiohead for ignoring Palestinians
    Artists for Palestine, le 17 juillet 2017
    https://artistsforpalestine.org.uk/2017/07/17/mike-leigh-slams-radiohead-for-ignoring-palestinians

    #Palestine #BDS #Boycott_culturel #Royaume_Uni #Musique

  • Thom Yorke, this is why you should boycott Israel

    Hasn’t the time come to do away with this artificial distinction between ’nice’ Israelis and the brutal occupation they are responsible for?

    Gideon Levy Jun 11, 2017
    read more: http://www.haaretz.com/opinion/.premium-1.794946

    Anyone questioning whether a boycott is a just and effective means of fighting the Israeli occupation should listen to the counterarguments of Thom Yorke from British rock band Radiohead and Yesh Atid Chairman Yair Lapid. The front men of Radiohead and Yesh Atid present: cheap propaganda. Their counterarguments could convince any person of conscience around the world – to support the boycott. Yorke, who ignores the boycott movement, and Lapid, who is an ardent opponent of the Boycott, Sanctions and Divestment movement, have enlisted to oppose the movement. Their reasoning says a lot more about them than the BDS movement.
    Boycotting is a legitimate means. Israel as a state makes use of it, and even preaches that other countries should follow suit. Some Israeli citizens also make use of it. There is a boycott of Hamas in Gaza, sanctions on Iran. There are boycotts of nonkosher stores, boycotts against eating meat, and of Turkish beach resorts. And the world also uses it, imposing sanctions on Russia right after its annexation of Crimea.
    The only question is whether Israel deserves such a punishment, like the one imposed on apartheid South Africa in an earlier era, and whether such steps are effective. And one more question: What other means have not been tried against the occupation and haven’t failed?
    Yorke directs his ire against fellow rock star Roger Waters, perhaps the most exalted of protest artists at the moment, who called on Yorke to reconsider his band’s concert appearance in Tel Aviv on July 19.

  • Finland Targets Autonomous Shipping by 2025 – gCaptain
    https://gcaptain.com/finland-targets-2025-for-autonomous-shipping

    The Finnish government is taking the lead in the development of autonomous, unmanned ships to ply the world’s oceans in the not-so-distant future.

    The Finnish Funding Agency for Innovation announced this week the launch of what it is calling a “new business ecosystem”, which brings together leaders in autonomous technology and startups working in the information and communications technology (ICT) sector to develop autonomous shipping solutions.

    The goal is to provide the world’s first unmanned maritime products, services and a “vivid ecosystem” by 2025.
    […]
    The players in the business ecosystem include global leaders like Rolls Royce, as well as numerous ICT companies, Tekes said. DIMECC Ltd, an innovator for digitalizing industry in Finland, will act the project manager and is responsible effective cooperation and concrete objectives between the players.

  • Édifiant. Quand un nazi devient un tueur du Mossad

    The Strange Case of a Nazi Who Became an Israeli Hitman
    Otto Skorzeny, one of the Mossad’s most valuable assets, was a former lieutenant colonel in Nazi Germany’s Waffen-SS and one of Adolf Hitler’s favorites.

    http://www.haaretz.com/israel-news/1.711115

    On September 11, 1962, a German scientist vanished. The basic facts were simple: Heinz Krug had been at his office, and he never came home.

    The only other salient detail known to police in Munich was that Krug commuted to Cairo frequently. He was one of dozens of Nazi rocket experts who had been hired by Egypt to develop advanced weapons for that country.

    HaBoker, a now defunct Israeli newspaper, surprisingly claimed to have the explanation: The Egyptians kidnapped Krug to prevent him from doing business with Israel.

    But that somewhat clumsy leak was an attempt by Israel to divert investigators from digging too deeply into the case — not that they ever would have found the 49-year-old scientist.

    We can now report — based on interviews with former Mossad officers and with Israelis who have access to the Mossad’s archived secrets from half a century ago — that Krug was murdered as part of an Israeli espionage plot to intimidate the German scientists working for Egypt.
    Moreover, the most astounding revelation is the Mossad agent who fired the fatal gunshots: Otto Skorzeny, one of the Israeli spy agency’s most valuable assets, was a former lieutenant colonel in Nazi Germany’s Waffen-SS and one of Adolf Hitler’s personal favorites among the party’s commando leaders. The Führer, in fact, awarded Skorzeny the army’s most prestigious medal, the Knight’s Cross of the Iron Cross, for leading the rescue operation that plucked his friend Benito Mussolini out from the hands of his captors.
    But that was then. By 1962, according to our sources — who spoke only on the promise that they not be identified — Skorzeny had a different employer. The story of how that came to be is one of the most important untold tales in the archives of the Mossad, the agency whose full name, translated from Hebrew, is “The Institute for Intelligence and Special Missions.”
    Key to understanding the story is that the Mossad had made stopping German scientists then working on Egypt’s rocket program one of its top priorities. For several months before his death, in fact, Krug, along with other Germans who were working in Egypt’s rocket-building industry, had received threatening messages. When in Germany, they got phone calls in the middle of the night, telling them to quit the Egyptian program. When in Egypt, some were sent letter bombs — and several people were injured by the explosions.

    Krug, as it happens, was near the top of the Mossad’s target list.

    During the war that ended 17 years earlier, Krug was part of a team of superstars at Peenemünde, the military test range on the coast of the Baltic Sea, where top German scientists toiled in the service of Hitler and the Third Reich. The team, led by Wernher von Braun, was proud to have engineered the rockets for the Blitz that nearly defeated England. Its wider ambitions included missiles that could fly a lot farther, with greater accuracy and more destructive power.

    According to Mossad research, a decade after the war ended, von Braun invited Krug and other former colleagues to join him in America. Von Braun, his war record practically expunged, was leading a missile development program for the United States. He even became one of the fathers of the NASA space exploration program. Krug opted for another, seemingly more lucrative option: joining other scientists from the Peenemünde group — led by the German professor Wolfgang Pilz, whom he greatly admired — in Egypt. They would set up a secret strategic missile program for that Arab country.

    In the Israelis’ view, Krug had to know that Israel, the country where so many Holocaust survivors had found refuge, was the intended target of his new masters’ military capabilities. A committed Nazi would see this as an opportunity to continue the ghastly mission of exterminating the Jewish people.

    The threatening notes and phone calls, however, were driving Krug crazy. He and his colleagues knew that the threats were from Israelis. It was obvious. In 1960, Israeli agents had kidnapped Adolf Eichmann, one of the chief administrators of the Holocaust, in far-off Argentina. The Israelis astonishingly smuggled the Nazi to Jerusalem, where he was put on trial. Eichmann was hanged on May 31, 1962.

    It was reasonable for Krug to feel that a Mossad noose might be tightening around his neck, too. That was why he summoned help: a Nazi hero who was considered the best of the best in Hitler’s heyday.
    On the day he vanished, according to our new information from reliable sources, Krug left his office to meet Skorzeny, the man he felt would be his savior.

    Skorzeny, then 54 years old, was quite simply a legend. A dashing, innovative military man who grew up in Austria — famous for a long scar on the left side of his face, the result of his overly exuberant swordplay while fencing as a youth— he rose to the rank of lieutenant colonel in Nazi Germany’s Waffen-SS. Thanks to Skorzeny’s exploits as a guerrilla commander, Hitler recognized that he had a man who would go above and beyond, and stop at nothing, to complete a mission.

    The colonel’s feats during the war inspired Germans and the grudging respect of Germany’s enemies. American and British military intelligence labeled Skorzeny “the most dangerous man in Europe.”

    Krug contacted Skorzeny in the hope that the great hero — then living in Spain — could create a strategy to keep the scientists safe.

    The two men were in Krug’s white Mercedes, driving north out of Munich, and Skorzeny said that as a first step he had arranged for three bodyguards. He said they were in a car directly behind and would accompany them to a safe place in a forest for a chat. Krug was murdered, then and there, without so much as a formal indictment or death sentence. The man who pulled the trigger was none other than the famous Nazi war hero. Israel’s espionage agency had managed to turn Otto Skorzeny into a secret agent for the Jewish state.

    After Krug was shot, the three Israelis poured acid on his body, waited awhile and then buried what was left in a hole they had dug beforehand. They covered the makeshift grave with lime, so that search dogs — and wild animals — would never pick up the scent of human remains.

    The troika that coordinated this extrajudicial execution was led by a future prime minister of Israel, Yitzhak Shamir, who was then head of the Mossad’s special operations unit. One of the others was Zvi “Peter” Malkin, who had tackled Eichmann in Argentina and in later life would enter the art world as a New York-based painter. Supervising from a distance was Yosef “Joe” Raanan, who was the secret agency’s senior officer in Germany. All three had lost large numbers of family members among the 6 million Jews murdered by the cruel, continent-wide genocide that Eichmann had managed.
    Israel’s motivation in working with a man such as Skorzeny was clear: to get as close as possible to Nazis who were helping Egypt plot a new Holocaust.

    The Mossad’s playbook for protecting Israel and the Jewish people has no preordained rules or limits. The agency’s spies have evaded the legal systems in a host of countries for the purpose of liquidating Israel’s enemies: Palestinian terrorists, Iranian scientists, and even a Canadian arms inventor named Gerald Bull, who worked for Saddam Hussein until bullets ended his career in Brussels in 1990. Mossad agents in Lillehammer, Norway, even killed a Moroccan waiter in the mistaken belief that he was the mastermind behind the 1972 Munich Olympics massacre of 11 Israeli athletes by the terrorist group known as Black September. Ahmed Bouchikhi was shot down in 1973 as he left a movie theatre with his pregnant wife. The Israeli government later paid compensation to her without officially admitting wrongdoing. The botched mission delayed further Mossad assassinations, but it did not end them.

    To get to unexpected places on these improbable missions, the Mossad has sometimes found itself working with unsavory partners. When short-term alliances could help, the Israelis were willing to dance with the proverbial devil, if that is what seemed necessary.

    But why did Skorzeny work with the Mossad?

    He was born in Vienna in June 1908, to a middle-class family proud of its military service for the Austro-Hungarian Empire. From an early age he seemed fearless, bold and talented at weaving false, complex tales that deceived people in myriad ways. These were essential requirements for a commando officer at war, and certainly valuable qualities for the Mossad.

    He joined Austria’s branch of the Nazi Party in 1931, when he was 23, served in its armed militia, the SA, and enthusiastically worshipped Hitler. The führer was elected chancellor of Germany in 1933 and then seized Austria in 1938. When Hitler invaded Poland in 1939 and World War II broke out, Skorzeny left his construction firm and volunteered — not for the regular army, the Wehrmacht, but for the Leibstandarte SS Panzer division that served as Hitler’s personal bodyguard force.

    Skorzeny, in a memoir written after the war was over, told of his years of SS service as though they were almost bloodless travels in occupied Poland, Holland and France. His activities could not have been as innocuous as his book made them seem. He took part in battles in Russia and Poland, and certainly the Israelis believed it was very likely that he was involved in exterminating Jews. The Waffen-SS, after all, was not the regular army; it was the military arm of the Nazi Party and its genocidal plan.
    His most famous and daring mission was in September 1943: leading commandos who flew engineless gliders to reach an Italian mountaintop resort to rescue Hitler’s friend and ally, the recently ousted Fascist dictator Benito Mussolini and spirit him away under harrowing conditions.

    This was the escapade that earned Skorzeny his promotion to lieutenant colonel — and operational control of Hitler’s SS Special Forces. Hitler also rewarded him with several hours of face-to-face conversation, along with the coveted Knight’s Cross. But it was far from his only coup.

    In September 1944, when Hungary’s dictator, Admiral Miklos Horthy, a Nazi ally, was on the verge of suing for peace with Russia as Axis fortunes plunged, Skorzeny led a contingent of Special Forces into Budapest to kidnap Horthy and replace his government with the more hard-line Fascist Arrow Cross regime. That regime, in turn, went on to kill or to deport to concentration camps tens of thousands of Hungarian Jews who had managed to survive the war up to that point.

    Also in 1944, Skorzeny handpicked 150 soldiers, including some who spoke fair to excellent English in a bold plan to fend off the Allies after they landed in Normandy on D-Day in June. With the Allies advancing through France, Skorzeny dressed his men in captured U.S. uniforms, and procured captured American tanks for them to use in attacking and confusing Allied troops from behind their own lines.

    The bold deception — including the act of stealing U.S. soldiers’ property — plunged Skorzeny into two years of interrogation, imprisonment and trial after the war ended. Eventually, Allied military judges acquitted him in 1947. Once again, the world’s newspapers headlined him as Europe’s most dangerous man. He enjoyed the fame, and published his memoirs in various editions and many languages, including the 1957 book “Skorzeny’s Special Missions: The Autobiography of Hitler’s Commando Ace,” published by Greenhill Books. He spun some tall-tale hyperbole in the books, and definitely downplayed his contacts with the most bloodthirsty Nazi leaders. When telling of his many conversations with Hitler, he described the dictator as a caring and attentive military strategist.

    There was much that Skorzeny did not reveal, including how he escaped from the American military authorities who held him for a third year after his acquittal. Prosecutors were considering more charges against him in the Nuremberg tribunals, but during one transfer he was able to escape — reputedly with the help of former SS soldiers wearing American military police uniforms.

    Skorzeny’s escape was also rumored to have been assisted by the CIA’s predecessor agency, the Office of Special Services, for which he did some work after the war. It is certainly notable that he was allowed to settle in Spain — a paradise for Nazi war veterans, with protection from the pro-Western Fascist, Generalissimo Francisco Franco. In the years that followed he did some advisory work for President Juan Peron in Argentina and for Egypt’s government. It was during this period that Skorzeny became friendly with the Egyptian officers who were running the missile program and employing German experts.
    In Israel, a Mossad planning team started to work on where it could be best to find and kill Skorzeny. But the head of the agency, Isser Harel, had a bolder plan: Instead of killing him, snare him.

    Mossad officials had known for some time that to target the German scientists, they needed an inside man in the target group. In effect, the Mossad needed a Nazi.

    The Israelis would never find a Nazi they could trust, but they saw a Nazi they could count on: someone thorough and determined, with a record of success in executing innovative plans, and skilled at keeping secrets. The seemingly bizarre decision to recruit Skorzeny came with some personal pain, because the task was entrusted to Raanan, who was also born in Vienna and had barely escaped the Holocaust. As an Austrian Jew, his name was originally Kurt Weisman. After the Nazis took over in 1938, he was sent — at age 16 — to British-ruled Palestine. His mother and younger brother stayed in Europe and perished.

    Like many Jews in Palestine, Kurt Weisman joined the British military looking for a chance to strike back at Germany. He served in the Royal Air Force. After the creation of Israel in 1948, he followed the trend of taking on a Hebrew name, and as Joe Raanan he was among the first pilots in the new nation’s tiny air force. The young man rapidly became an airbase commander and later the air force’s intelligence chief.

    Raanan’s unique résumé, including some work he did for the RAF in psychological warfare, attracted the attention of Harel, who signed him up for the Mossad in 1957. A few years later, Raanan was sent to Germany to direct the secret agency’s operations there — with a special focus on the German scientists in Egypt. Thus it was Raanan who had to devise and command an operation to establish contact with Skorzeny, the famous Nazi commando.

    The Israeli spy found it difficult to get over his reluctance, but when ordered, he assembled a team that traveled to Spain for “pre-action intelligence.” Its members observed Skorzeny, his home, his workplace and his daily routines. The team included a German woman in her late 20s who was not a trained, full-time Mossad agent but a “helper.” Known by the Hebrew label “saayanit” (or “saayan” if a male), this team member was like an extra in a grandly theatrical movie, playing whatever role might be required. A saayanit would often pose as the girlfriend of an undercover Mossad combatant.

    Internal Mossad reports later gave her name as Anke and described her as pretty, vivacious and truly flirtatious. That would be perfect for the job at hand — a couples game.

    One evening in the early months of 1962, the affluent and ruggedly handsome — though scarred — Skorzeny was in a luxurious bar in Madrid with his significantly younger wife, Ilse von Finckenstein. Her own Nazi credentials were impeccable; she was the niece of Hjalmar Schacht, Hitler’s talented finance minister.

    They had a few cocktails and were relaxing, when the bartender introduced them to a German-speaking couple he had been serving. The woman was pretty and in her late 20s, and her escort was a well-dressed man of around 40. They were German tourists, they said, but they also told a distressing story: that they had just survived a harrowing street robbery.

    They spoke perfect German, of course, the man with a bit of an Austrian accent, like Skorzeny’s. They gave their false names, but in reality they were, respectively, a Mossad agent whose name must still be kept secret and his “helper,” Anke.

    There were more drinks, then somewhat flamboyant flirting, and soon Skorzeny’s wife invited the young couple, who had lost everything — money, passports and luggage — to stay the night at their sumptuous villa. There was just something irresistible about the newcomers. A sense of sexual intimacy between the two couples was in the air. After the four entered the house, however, at a crucial moment when the playful flirting reached the point where it seemed time to pair off, Skorzeny — the charming host — pulled a gun on the young couple and declared: “I know who you are, and I know why you’re here. You are Mossad, and you’ve come to kill me.”

    The young couple did not even flinch. The man said: “You are half-right. We are from Mossad, but if we had come to kill you, you would have been dead weeks ago.”

    “Or maybe,” Skorzeny said, “I would rather just kill you.”

    Anke spoke up. “If you kill us, the ones who come next won’t bother to have a drink with you, You won’t even see their faces before they blow out your brains. Our offer to you is just for you to help us.”

    After a long minute that felt like an hour, Skorzeny did not lower his gun, but he asked: “What kind of help? You need something done?” The Mossad officer — who even now is not being named by colleagues — told Skorzeny that Israel needed information and would pay him handsomely.

    Hitler’s favorite commando paused for a few moments to think, and then surprised the Israeli by saying: “Money doesn’t interest me. I have enough.”

    The Mossad man was further surprised to hear Skorzeny name something that he did want: “I need for Wiesenthal to remove my name from his list.” Simon Wiesenthal, the famous Vienna-based Nazi-hunter, had Skorzeny listed as a war criminal, but now the accused was insisting he had not committed any crimes.

    The Israeli did not believe any senior Nazi officer’s claim of innocence, but recruiting an agent for an espionage mission calls for well-timed lies and deception. “Okay,” he said, “that will be done. We’ll take care of that.”

    Skorzeny finally lowered his weapon, and the two men shook hands. The Mossad man concealed his disgust.

    “I knew that the whole story about you being robbed was bogus,” Skorzeny said, with the boastful smile of a fellow intelligence professional. “Just a cover story.”

    The next step to draw him in was to bring him to Israel. His Mossad handler, Raanan, secretly arranged a flight to Tel Aviv, where Skorzeny was introduced to Harel. The Nazi was questioned and also received more specific instructions and guidelines. During this visit, Skorzeny was taken to Yad Vashem, the museum in Jerusalem dedicated to the memory of the 6 million Jewish victims of the Holocaust. The Nazi was silent and seemed respectful. There was a strange moment there when a war survivor pointed to Skorzeny and singled him out by name as “a war criminal.”

    Raanan, as skilled an actor as any spy must be, smiled at the Jewish man and softly said: “No, you’re mistaken. He’s a relative of mine and himself is a Holocaust survivor.”

    Naturally, many in Israeli intelligence wondered if the famous soldier for Germany had genuinely — and so easily — been recruited. Did he really care so much about his image that he demanded to be removed from a list of war criminals? Skorzeny indicated that being on the list meant he was a target for assassination. By cooperating with the Mossad, he was buying life insurance.

    The new agent seemed to prove his full reliability. As requested by the Israelis, he flew to Egypt and compiled a detailed list of German scientists and their addresses.

    Skorzeny also provided the names of many front companies in Europe that were procuring and shipping components for Egypt’s military projects. These included Heinz Krug’s company, Intra, in Munich.

    Raanan continued to be the project manager of the whole operation aimed against the German scientists. But he assigned the task of staying in contact with Skorzeny to two of his most effective operatives: Rafi Eitan and Avraham Ahituv.

    Eitan was one of the most amazing characters in Israeli intelligence. He earned the nickname “Mr. Kidnap” for his role in abducting Eichmann and other men wanted by Israeli security agencies. Eitan also helped Israel acquire materials for its secret nuclear program. He would go on to earn infamy in the 1980s by running Jonathan Pollard as an American Jewish spy in the United States government.

    Surprisingly flamboyant after a life in the shadows, in 2006, at age 79, Eitan became a Member of Parliament as head of a political party representing senior citizens.

    “Yes, I met and ran Skorzeny,” Eitan confirmed to us recently. Like other Mossad veterans, he refused to go on the record with more details.

    Ahituv, who was born in Germany in 1930, was similarly involved in a wide array of Israeli clandestine operations all around the globe. From 1974 to 1980 he was head of the domestic security service, Shin Bet, which also guarded many secrets and often conducted joint projects with the Mossad.

    The Mossad agents did try to persuade Wiesenthal to remove Skorzeny from his list of war criminals, but the Nazi hunter refused. The Mossad, with typical chutzpah, instead forged a letter — supposedly to Skorzeny from Wiesenthal— declaring that his name had been cleared.

    Skorzeny continued to surprise the Israelis with his level of cooperation. During a trip to Egypt, he even mailed exploding packages; one Israeli-made bomb killed five Egyptians in the military rocket site Factory 333, where German scientists worked.

    The campaign of intimidation was largely successful, with most of the Germans leaving Egypt. Israel stopped the violence and threats, however, when one team was arrested in Switzerland while putting verbal pressure on a scientist’s family. A Mossad man and an Austrian scientist who was working for Israel were put on trial. Luckily, the Swiss judge sympathized with Israel’s fear of Egypt’s rocket program. The two men were convicted of making threats, but they were immediately set free.

    Prime Minister David Ben-Gurion, however, concluded that all of this being out in public was disastrous to Israel’s image — and specifically could upset a deal he had arranged with West Germany to sell weapons to Israel.

    Harel submitted a letter of resignation, and to his shock, Ben-Gurion accepted it. The new Mossad director, commander of military intelligence Gen. Meir Amit, moved the agency away from chasing or intimidating Nazis.

    Amit did activate Skorzeny at least once more, however. The spymaster wanted to explore the possibility of secret peace negotiations, so he asked Israel’s on-the-payroll Nazi to arrange a meeting with a senior Egyptian official. Nothing ever came of it.

    Skorzeny never explained his precise reasons for helping Israel. His autobiography does not contain the word “Israel,” or even “Jew.” It is true that he sought and got the life insurance. The Mossad did not assassinate him.

    He also had a very strong streak of adventurism, and the notion of doing secret work with fascinating spies — even if they were Jewish — must have been a magnet for the man whose innovative escapades had earned him the Iron Cross medal from Hitler. Skorzeny was the kind of man who would feel most youthful and alive through killing and fear.

    It is possible that regret and atonement also played a role. The Mossad’s psychological analysts doubted it, but Skorzeny may have genuinely felt sorry for his actions during World War II.

    He may have been motivated by a combination of all these factors, and perhaps even others. But Otto Skorzeny took this secret to his grave. He died of cancer, at age 67, in Madrid in July 1975.

    He had two funerals, one in a chapel in Spain’s capital and the other to bury his cremated remains in the Skorzeny family plot in Vienna. Both services were attended by dozens of German military veterans and wives, who did not hesitate to give the one-armed Nazi salute and sing some of Hitler’s favorite songs. Fourteen of Skorzeny’s medals, many featuring a boldly black swastika, were prominently paraded in the funeral processions.

    There was one man at the service in Madrid who was known to no one in the crowd, but out of habit he still made sure to hide his face as much as he could. That was Joe Raanan, who by then had become a successful businessman in Israel.

    The Mossad did not send Raanan to Skorzeny’s funeral; he decided to attend on his own, and at his own expense. This was a personal tribute from one Austrian-born warrior to another, and from an old spy handler to the best, but most loathsome, agent he ever ran.

    Dan Raviv, a CBS News correspondent based in Washington, and Israeli journalist Yossi Melman are co-authors of five books about Israel’s espionage and security agencies, including “Spies Against Armageddon: Inside Israel’s Secret Wars” (Levant Books, 2014). Contact them at feedback@forward.com

    For more stories, go to www.forward.com. Sign up for the Forward’s daily newsletter at http://forward.com/newsletter/signup

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    #Israel #Mossad #Nazi #Egypte #Histoire #Allemagne #Hitman

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