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beardedmrbean · 8 months ago

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July 2 (UPI) -- The U.S. Department of Homeland Security will fund a program to help Panama remove illegal migrants from within its borders, the Biden administration announced Monday.

"Irregular migration is a regional challenge that requires a regional response," Homeland Security Secretary Alejandro Mayorkas said in a news release Monday. "We are grateful for our partnership with Panama to manage the historic levels of migration across the Western Hemisphere."

The program will help the Panamanian government remove foreign nationals who illegally are in Panama.

The goal is to reduce "unprecedented irregular migration" through the Darien Province of eastern Panama and which is the entryway to Central America from South America.

About 520,000 "irregular migrants" with no legal basis traveled through Panama's Darien Province last year, according to the DHS.

The agreement with the Biden administration supports "safe and effective Panamanian repatriation operations," including protection screening of migrants, according to the DHS.

The repatriation operations include removal flights that are part of a comprehensive regional approach to addressing irregular migration in the Western Hemisphere.

The DHS will support training and capacity-building to enable "safe, humane repatriation processes in Panama," Mayorkas said.

The cooperative agreement supports the reduction of the "number of migrants being cruelly smuggled through the Darien, usually en route to the United States," National Security Council spokesperson Adrienne Watson said in a prepared statement Monday.

"Returning such individuals to their country of origin ... will help deter irregular migration in the region and at our southern border and halt the enrichment of malign smuggling networks that prey on vulnerable migrants," Watson said.

The Biden administration announced the agreement on the same day that newly elected Panamanian President Jose Raul Mulino was inaugurated.

"The United States reaffirms our long-standing partnership with Panama," Secretary of State Antony Blinken said in a prepared statement Monday. "We will work together to strengthen institutions,advance inclusive economic growth and promote good governance and citizen security."

Blinken said the United States also will work with Panamanian officials to "address the unprecedented level of illegal migration through the Darien and dissuade would-be migrants from attempting this extremely dangerous journey."

The Biden administration also has created sanctions and worked with other countries this year in attempts to tackle irregular migration patterns that can affect the United States, particularly at the southern border.

In May, Blinken announced $578 million in humanitarian, development and economic assistance for various countries in the Western Hemisphere. He unveiled the funds in Guatemala, where he had led a delegation to a ministerial meeting of the Los Angeles Declaration on Migration and Protection, a multi-country agreement aimed at combating migration and forced displacement.

Nicaragua also was the target of May sanctions from the United States. The Biden administration said Nicaraguan President Daniel Ortega and his wife, Vice President Rosario Murillo, were profiteering off the plight of "irregular migrants" seeking passage to the United States.

In February, the United States expanded visa restrictions to transportation operators accused of offering services that facilitate irregular migration. The State Department said the new policy would target owners, executives and senior officials of "charter flight, ground and maritime transportation companies providing transportation services designed for use primarily by persons intending to migrate irregularly to the United States."

#nunyas news #they'll have to start further north then I guess

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ryaweible · 2 months ago

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Navigating the Open Seas: Reading Maps and Using Instruments with Professionals like Ryan Weible

Navigating the open seas is a skill that has been essential for centuries, whether for exploration, trade, or leisure. In today’s world, advanced technology plays a crucial role in navigation, but traditional methods of reading maps and using instruments remain just as vital for sailors, adventurers, and maritime professionals. Understanding how to properly read nautical charts and effectively use instruments like compasses, sextants, and GPS systems can ensure safe and successful voyages. Whether you're an experienced sailor or a beginner, mastering these techniques is crucial for reliable navigation.

While modern technology provides precise guidance, traditional navigation tools and techniques offer valuable knowledge that should not be overlooked. This article explores how to read nautical charts, the importance of using instruments for accurate positioning, and how to combine both traditional and modern methods for successful navigation on the high seas.

Understanding Nautical Charts

Nautical charts are specialized maps designed to assist in maritime navigation. These charts differ significantly from land-based maps, as they focus on the features of waterways, including coastlines, depths, submerged rocks, currents, and other hazards. Professionals like Ryan Weible mention that reading nautical charts requires understanding a variety of symbols and scale indicators, making them a critical resource for mariners.

The first step in interpreting a nautical chart is understanding the scale, which shows the ratio between the distance on the map and the actual distance at sea. Mariners often use the scale to measure distances between points, allowing them to plan their routes more accurately. Another key component is understanding depth contours, which indicate the depth of water at specific locations. Contour lines help identify shallow areas, underwater obstructions, and safe navigational routes. Knowing how to use these charts effectively ensures that sailors avoid potential hazards while plotting their course.

Using the Compass for Directional Guidance

The compass is one of the oldest and most reliable instruments used in navigation. A compass consists of a magnetized needle that always points toward the Earth’s magnetic north. Mariners use compasses to determine their heading and to adjust their course when necessary. It’s essential to understand that a compass points to magnetic north, not true north, so sailors must adjust for magnetic variation (the difference between the two) when plotting their course.

To use a compass effectively, sailors should first determine their intended direction by using a course heading, which is typically measured in degrees. The compass rose, with its 360-degree scale, helps mariners set and follow a course. As they sail, they must regularly check the compass to ensure they are maintaining the correct heading. Knowing how to adjust for magnetic variation and how to interpret compass readings is critical for staying on course, especially when sailing through areas with irregular magnetic fields as emphasized by boating professionals such as Ryan Weible.

The Sextant: Navigating Using the Stars

Professionals including Ryan Weible convey that the sextant is a powerful instrument for celestial navigation, allowing sailors to determine their position by measuring the angle between a celestial body (such as the sun, moon, or stars) and the horizon. By using the sextant, mariners can calculate their latitude and longitude, which is particularly valuable when traveling in open water where landmarks are unavailable.

To use a sextant, sailors first observe the angle of the celestial body using the instrument’s index mirror. This angle is then recorded and used, along with the time of observation, to calculate the vessel's position using mathematical formulas or published tables. Although using a sextant requires a high level of skill and knowledge, it remains an essential tool for navigating without modern GPS technology. While not as commonly used today, the sextant is still an invaluable backup in case of technological failure or when navigating in remote areas.

Navigating with Modern GPS Technology

Global Positioning System (GPS) technology has revolutionized navigation by providing accurate, real-time positioning data anywhere on Earth. GPS systems use signals from satellites orbiting the planet to pinpoint a vessel's location within a few meters. This technology has significantly increased the accuracy and ease of navigation as noted by boating professionals like Ryan Weible, eliminating many of the challenges sailors once faced with traditional methods.

Despite its convenience, GPS systems are not foolproof. They rely on satellite signals, which can sometimes be obstructed by tall structures, clouds, or poor weather conditions. Additionally, reliance on GPS can lead to a lack of understanding of traditional navigation techniques. Therefore, it is crucial for mariners to remain familiar with traditional methods, like reading nautical charts and using a compass, to ensure they are prepared for any situation that might arise. Balancing the use of GPS with traditional navigation tools ensures that sailors can navigate with confidence and precision, no matter the circumstances.

Dead Reckoning: Plotting Your Course Without Instruments

Dead reckoning is a traditional technique used to estimate a vessel's position by calculating its current location based on its previous position, speed, and course. This method does not require instruments like a compass or GPS, but rather relies on the sailor's ability to estimate time, speed, and direction. Mariners can use dead reckoning to plot a course between known landmarks or to continue sailing in open waters when instruments are unavailable.

To practice dead reckoning, sailors begin by determining their starting position, then calculate their course and speed over a specific period. Professionals such as Ryan Weible express that using these calculations, they estimate their current position, adjusting as needed based on external factors such as wind, currents, or changes in speed. While this method is less precise than using instruments, it provides a useful backup for navigation and helps sailors stay oriented when more accurate tools are not available. It is a reminder of the resourcefulness required in traditional navigation and emphasizes the importance of skill and experience.

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mtilogistics · 3 months ago

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Impact of AI on the Maritime Industry

Being in the core of global trade, the maritime industry is at the threshold of technological renaissance. Being manpower and systems dependent, this sector is now going to be revolutionized by AI in the marine industry. Artificial intelligence processes humongous amounts of data and provides accurate actionable insights on operations, safety, and sustainability.

Effect of AI on Operations

Maritime operations were always kind of complex, carrying a balance between logistics, navigation, and resource management. Enter AI-the game-changer, which automates the processes of all these operations. Autonomous systems oversee cargo handling. This mitigates all potential delays and ensures accuracy. AI in the marine industry Not only minimizes the scope of human errors, but it also enhances operational efficiency immensely.

Hence, AI in shipping is bringing navigation and route optimization to unprecedented heights. For example, AI analyses live data about the prevailing weather conditions there, sea traffic, and fuel consumption to chart out the safest and cost-effective routes. For example, vessels equipped with AI-driven navigation systems can reduce fuel consumption by as much as 20% thereby saving profit margins and the environment as well.

Fueled by sophisticated machine learning algorithms, Predictive Maintenance helps a ship predict possible technical failure in advance. Sensors installed onboard at key components convey live data directly to AI systems, which identify irregular patterns and propound maintenance ideas even before they result in breakdowns. AI in the marine industry Also, enabled cargo management smarter with the AI-driven solution, which has ensured optimized usage of space, tracking shipments across the globe, and even predicting fluctuations in demand.

Under Safety and Security Improvements

Safety has always been the norm in maritime operation but Artificial Intelligence in shipping is pushing standards upwards. For instance, collision avoidance systems use AI to detect other vessels proximal to it, analyze its relevant risk and real-time decision to avoid a possible accident. These are crucial in dense shipping lanes and adverse weather conditions.

Thus, AI-enhanced weather monitoring systems help provide the mariner with accurate forecasts which may help him either avoid dangerous storms or optimize routes for calm seas. It can be said that AI in the marine industry is Resulting safer voyages and fewer disruptions to schedules.

Vessels are increasingly connected to digitization and, therefore, vulnerable to cyber threats in this digital age. Artificial intelligence in shipping will take responsibility in maintaining cybersecurity for vessels about identifying vulnerabilities, detecting anomalies, and neutralizing threats before it can cause harm. This proactive defense will ensure that sensitive data about operational activities remains safe from potential threats and prevents expensive interruptions. Hence AI in the marine industry has again proven to be a smarter way to adopt.

Packaging and Supply Chain Optimization

Beyond the vessels themselves, AI in the marine industry is changing operations at the ports and the supply chains. AI-enabled ports can optimize cargo loading and unloading as well as reduce turnaround times drastically. AI-powered automated cranes can also operate more containers than those operated manually within an hour.

AI in logistics provided, In-advance prediction of congestion in ports for shipping companies, predictive analytics ensure that their schedules can be changed to avoid congestion. This type of foresight greatly reduces delays and cuts down the entire supply chain efficiency. Moreover, AI in logistics seamlessly blends into the container tracking mechanism. As long as the container leaves the origin point until it reaches the final destination, AI in logistics ensures real-time visibility, thereby giving its stakeholders unparalleled transparency and control.

Environmental Contributions

With the current pressures mounting on the maritime industry in terms of reducing its carbon footprint, AI in the marine industry is rising to the challenge. There is one area where AI may be able to make its impact-fuel efficiency. It analyzes consumption patterns and proposes operational tweaks with a view to letting vessels burn less fuel to reduce costs while cutting back on emissions.

Moreover, equipment that carry AI for monitoring emissions help to keep the ships within the stricter environmental rules. It captures and reports the real-time greenhouse emissions so that operators will be able to take action fast enough to avoid offenses.

Problems and Limitations

However, there is still a promising hurdle to AI in maritime operations, which has high implementation costs and thus does not allow small players to embrace this technology. Return for investment is not immediate; it requires long-term commitment by many.

The other major concern would be data privacy. Because shipping generates enormous amounts of data-operating logs and cargo details-all those data concerns are being raised about how that data is safely stored and utilized. Maritime professionals should think harder about data sharing against the requirement for strong cybersecurity.

Thirdly, this is a problem to adapt to the workforce. The deployment of AI requires new skills; therefore, massive training programs for crews and port staff are inevitable. That transition is very resource-demanding and time-consuming, though beneficial in the long run.

Future Trends in Maritime AI

Its future for shipping does hold some great innovative prospects as an autonomous ship is already under testing that conducts operations almost with no human intervention. This is claimed to cut on costs while increasing safety through the elimination of human error.

The second emerging trend is that of smart ports, using AI in logistics more efficiently. Their range extends from cargo movement and data analysis towards gaining efficiency in maritime trade. AI in logistics also makes systems in customs clearance and documentation more efficient toward hastening international trade without delays or unproductive efforts at the administrative level.

Real-World Implementations

Several industry leaders have begun to enjoy the fruits of AI in the marine industry. Maersk, for example, employed predictive maintenance solutions, which reduced vessel downtime by up to 30 percent. Port of Rotterdam uses AI to predict congestion and, thus, maintain smooth traffic operations even on peak day input.

Conclusion

The marine industry needs to embrace AI incorporation as a tipping point in global maritime operations. Artificial intelligence is becoming revolutionary at every level of the sector-optimized routes, better safety, and curbing the impacts of trade on the environment. However, cost and labor has been, and maybe, the persistent problem.

Still, the potential for AI-driven innovation-from fully autonomous ships to smart ports-is vast. The maritime sector embraces this wave of digitization, as AI is woven into traditional practice, promising efficiency and sustainability.

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birina123 · 3 months ago

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Clearance for Ships: How Shipping Companies Efficiently Handle Their Vessels

When it comes to exporting goods in a reefer container, it is difficult to keep track of every piece of content—cargo type, weight, consignee details, and other information. A single wrong detail can degrade your entire supply chain. Whether you are exporting perisahable goods domestically or internationally, understanding the logistics, compliance, and other relevant policies can eventually profit your shipping companies. You need to choose the right shipping partners to ensure the essential documentation for a smooth vessel clearance process from port of departure to port of destination.

Unpredictable circumstances can arise in the clearance of vessels. Inefficient port agencies can’t overcome the challenges faced in shipping management. There are varied rules and regulations for most of the importing nations, making the clearance of vessels tough. The shipping company should seek the help of an experienced port agent who is familiar with the shipping requirements and the vessel clearing procedure.

What are the practices followed for the vessel clearing? [H2]

The main steps include the following:

Coordination of Ports: Port authorities play a vital role in ensuring ports operate smoothly, from managing irregularities in infrastructure to ensuring navigational safety. They need to do meticulous planning and development within the port districts, driving efficiency and growth.

Freight forwarders or customs brokers: Freight forwarders and customs facilitate cargo movement through ports. Freight forwarders, with their rich expertise in logistics, select cost-effective shipping routes, coordinate with carriers, and manage the intricacies of shipping goods from the origin of the country to the destination. On the other hand, the customs house agent handles the customs processes, ensuring compliance with legal and regulatory requirements for the import and export of goods.

Proper Documentation: Shipping agents are responsible for managing the complete documentation process to ship your perishable cargo, port entry, or exit and adhering to regulatory compliance.

Welfare of the Crew: Shipping agents manage various aspects of crew welfare, such as medical provision if required and providing support for crew team needs during their stay in the port.

Communication: Shipping agents act as the main link between port authorities and ships. They are responsible for keeping track of various information, such as cargo details, vessel schedules, and other necessary requirements.

Logistics Operations: Shipping agents coordinate logistics too. They need to supply provisions, check repairs and maintenance, and manage crew transportation to ensure a smooth shipping process.

Security Inspections: The port agency manages the whole process of customs and security verifications. Customs officials physically examine the shipment, verify its weight, and ensure that the necessary taxes or duties have been paid by the exporters.

Assist in Handling the Cargo: Not only the customs formalities, the shipping services should keep an eye on how your cargo is processed. These steps include the loading and unloading of your shipment, storing the goods in an equipped cold storage facility, and arranging the next stage of transportation.

Shipping Insurance: Shipping insurance is a must in maritime logistics. In the event of any hazardous climate, theft or pilferage can have major repercussions for your shipping business. The insurance policy can cover the financial loss or damage incurred to your vessel during transit.

At Citrus Freight, we are committed to helping the shipping corporation or owners ensure that their shipping process runs smoothly without any interruptions. Our specialized team offers tailored solutions to meet specific requirements and adhere to international compliance and standards.

#perishable goods #ocean freight #freight forwarder #reefer container #exporter

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ricmlm · 1 year ago

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From this point, the trail begins to descend from level to level in a sinuous way between small vegetation and rocks until reaching both Covões: da Nave and da Areia. The beauty of this route is that it will pass through several water courses, which will give you a more complete experience. At this moment described is what happens. It reaches two water channels belonging to the Loriga stream. At this point it will have reached an altitude of 1,400 meters.

The path starts to get even more winding and irregular, as it passes through a set of unstable blocks. This is the part of the route where more green landscapes begin to appear. The trip is almost always accompanied by small water courses. It is now descending as it passes between a nucleus of maritime pine and, continuing its descent, you will reach a glacial moraine — a deposit of sediments and stones dragged by the glacial tongue. Continuing the descent, you will reach the end of the route back to the center of Loriga.

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cincinnatusvirtue · 5 years ago

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Battle of Adwa: Ethiopia deflates the myth of African inferiority on the battlefield and checks European colonialism.

The late 19th century was the height of European colonialism. The leading European colonial powers were the British and French due to their longstanding colonial traditions spanning since the 17th century, maritime prowess and martial ability. By the late 19th century, two newly united European powers Germany and Italy sought to become colonial powers as well. The primary focus of their colonialism was Africa as part of the so called Scramble for Africa with Britain and France controlling most of the continent in addition to smaller powers like Portugal and Belgium, both Germany and Italy sought colonial possessions for themselves. Germany would acquire the colonies of German East Africa, German Southwest Africa and German West Africa: Encompassing the modern nations of Burundi, Cameroon, Namibia, Tanzania, Rwanda and Togo along with parts of various other nations.

The Kingdom of Italy was left to focus their control on modern day Somalia and Eritrea in Northeast Africa acquired in 1889. On their border was one of two independent nations in Africa, the Ethiopian Empire also known as Abyssinia, the other nation free of colonial rule was Liberia, which was set up by resettled former slaves from the United States and had the diplomatic support of the US. Ethiopia for its part was a land rich in history dating back to ancient times. The united kingdom that constituted the Ethiopian Empire was formed back in the late 13th century and had existed since that date. Ethiopia was unique not only for its unified longevity but its independence having fended off Muslim invasions from nearby Arab Sultanates and even the Ottoman Empire with its nominal control over part of North Africa. It also was a religious anomaly among African nations, it was a Christian nation since the 4th century in union with the Egyptian Coptic Church and not imposed by European colonists though later Catholicism was introduced Catholic missionaries from Portugal initially before a civil war ousted a Catholic ruler and expelled all Catholics from the country. The country maintained its own blend of Orthodox Christianity, known as Ethiopian Orthodox and is considered the largest of Oriental Orthodox churches in the world today.

Since the 18th century, Ethiopia though nominally unified was de-facto decentralized under several noble princes who held essentially petty kingdoms in an time called the Era of Princes or Zemene Mesafint. Ethiopia fell into a period of relative isolation during this time, not unlike Japan during the contemporary Shogunate period and like Japan in the mid-19th century it came back into the modern world removed from isolation and through the restoration of power in the hands of a central ruler, an emperor. In Ethiopia’s case under the reign of Tewodros II from 1855-1868. Tewodros sought to unite Ethiopia once more under and did so through military conquest, subjugating the various princes and nobles who held regional control as basically warlords. Tewodros eventually succeeded and his next mission was to modernize the country. Yet he faced continual threat of rebellion and external threats in the Ottoman Empire’s control over Egypt. Tewodros wrote to Queen Victoria hoping to appeal as one Christian ruler to another to have British assistance in defense against the Islamic threat presented by the Ottomans. Britain however had economic and political reasons to ignore Ethiopia’s plea. Britain had a majority stake in the Suez Canal in Egypt and considered this a vital link its colonial empire linking Europe with its prize possession, India and felt a new Christian crusade against Islam in the Middle East and North Africa would hurt the regional economy and threaten its trade routes, namely for cotton and this route became ever more important in the wake of the American Civil War and its impact on the cotton trade, the Southern US no longer exported cotton in the way it had through slave labor, now Britain relied on India for its cotton. Secondly, the British Empire supported the Ottomans as a buffer against the expansion of the Russian Empire as part of the so called Great Game, a geopolitical struggle between Russia and Britain for control of political influence the world over. Britain was concerned Russia would move from Central Asia into South Asia and invade India, it also feared Russian expansion into the Balkans and Mediterranean. In the 1850′s in a dispute between the Second French Empire and Russia over rights of Christians within the Ottoman Empire, the Crimean War broke out and a coalition of Britain, France, the Ottoman Empire and Kingdom of Sardinia (precursor to the united Kingdom of Italy) defeated Russia and denied it a naval presence on the Black Sea. For these reasons Britain refused to upset the Ottomans and instead it angered the Ethiopians, while Ethiopia never fell to the Ottomans, it did anger the British. A group of missionaries were imprisoned by Tewodros for the lack of a British reply in a request for military assistance. This lead to a punitive expedition of the British combining European and Indian troops of the British Empire, they invaded Ethiopia and besieged the fortress of Magdala in April 1868, defeating the Ethiopians and freeing the hostages and burning the fortress as well as confiscating some wealth and artifacts. Tewodros killed himself during the battle having shot himself in the head with a pistol that was an earlier gift from Queen Victoria herself.

The British did not stay and conquer Ethiopia, preferring to return to the status quo, Ottoman control of Egypt was nominal at best and soon other threats to the Ottoman Empire deterred it from actively being able to invade and conquer Ethiopia. Ethiopia may have not been conquered but Magdala had shown it was vulnerable to European power, namely in their superior military technology and the discipline of their troops. In the coming decades Ethiopia would need to modernize its weaponry and look to Allies outside of Britain, its one major ally from Europe was in fact the great Orthodox Christian power, the Russian Empire. Bonded by mutual Orthodox Christianity and more importantly as a counter balance to British and Ottoman interests in the region, Russia agreed to provide modern military aid and training to the Ethiopians, the French would also supply the Ethiopians during the 1870′s and 1880′s.

1889 saw Menelik II, former son in law of Tewodros II become Emperor Ethiopia. Menelik introduced further modern reforms and created a new modern capital, Addis Ababa and he expanded the size of the country conquering the various surrounding peoples and nobility that Tewodros had only begun to take back land from. The same year Menelik became Emperor he signed a treaty with the new imperial-colonial power from Europe that conquered land to his east, Italy and its colony of Italian Somaliland and Eritrea. The Treaty of Wuchale essentially designated Eritrea as Italian land and in exchange they recognized Menelik as ruler of Ethiopia and neither side would harass the other militarily. However, the treaty was in two languages and the differences in language would lead to different interpretations of a single but crucial clause. The Italian version claimed that Menelik forfeited foreign affairs control to Italy, making Ethiopia a protectorate while the Amharic version claimed Ethiopia retained control of its foreign affairs but would or could consult with Italy for assistance. The different interpretations was largely by Italian design, which sought to have a pretext for future annexation of Ethiopia so as to expand its colonial control.

Menelik rejected the Italian interpretation of the treaty and after years of being unable to resolve this issue war would soon break out in 1894, starting the First Italo-Abyssinian War. Italy’s goal was to invade and annex Ethiopia, it started pressure on Ethiopia with the annexation of small territories along the border between Eritrea and Ethiopia, it also used the pretext of Eritrean rebels seeking refuge in Ethiopia as casus belli. The war began with Italian victories that lead to expeditions of conquest deep into Ethiopian territory. However, the Italians under Governor-General of Eritrea Oreste Baratieri ultimately would underestimate the Ethiopians resolve, army size and modern weaponry. At the Battle of Amba Alagi in December 1895 actually saw the Italians defeated by the Ethiopians but not completely. Nevertheless, Baratieri’s defeat led the Italian government to actually increase its spending on preventing a repeat disaster. The Italians, like most Europeans generally tended to consider all Africans as inferior to the Europeans for racial, cultural and military reasons. Generally speaking, European powers had advances in technology and full time professional armies that could defeat African tribal forces time and again with inferior technology and irregular military doctrine. Ethiopia however was relatively modern in its military stockpiles, gaining some the Russians, French and even the British and Italians themselves over the course of several years. These factors would lead to the Battle of Adwa, fought on March 1, 1896.

Baratieri resumed the campaign in 1896 and pressed toward Adwa in northern Ethiopia, Adwa was strategically vital because it controlled vital routes in that part of the country, the terrain which would a role in the upcoming battle was hilly and mountainous. The Italian forces would consist of 4 brigades a mix of Italian conscripts and colonial troops, along with African auxiliaries known as askaris from Eritrea. Their troops totaled 17,700 and 52 pieces of artillery all of which was antiquated by European standards. Their gear and logistics were also subpar for the tough terrain they were trekking. Nevertheless, the Italian leadership remained confident of victory. Baratieri was alone in thinking that as they marched and supplies dwindled it would be better to strategically retreat and fall back to Eritrea and resupply but his subordinate commanders stated this would be bad for morale, also pressure from Rome and the knowledge that he would soon be replaced for his failures led Baratieri to commit to a battle. Italians further frustrated their effort with poorly sketched and outdated maps of the region.

Menelik commanded an army of disputed size but ranging from 80,000-120,000 troops including infantry armed with modern rifles, cavalry and traditional sword and spear melee infantry along with Russian supplied artillery and a small number of Russian military advisers in their ranks under Nikolay Leontiev. With these numbers, weaponry and local knowledge of the terrain, the Ethiopians felt they could win. Though victory wasn’t a guarantee, the Italians movements weren’t exactly known and the supplies for Ethiopia’s army would soon dwindle as well forcing them to retreat or dissipate. Baratieri was aware of this and this factored into his assessment of waiting to press battle but ultimately he gave into the external pressures surrounding him.

The Italian plan called for marching three brigades supported by a reserve to press through the various mountain passes and set up on the high ground, getting a textbook military advantage where deadly crossfire would certainly undo the Ethiopians. The Italians marched out at dawn with the goal of pressing their attack that morning. The biggest concern was Italians being outflanked due to their superior numbers, so many Italians actually stayed in reserve on guard duty. Menelik was made aware of the Italian advance and he summoned his subordinates to organize their men and counter attack as soon as possible. The Italians due to the lack of good intelligence underestimated the size of the Ethiopian army and their poor maps lead to discombobulated marches of the brigades and rather than march to the high ground they hoped for, they marched straight into the Ethiopian counterattack. Furthermore, the rank and file had written letters home of bad morale prior to the battle and fear of disaster. It seems their leaderships confusion and rushed decision were now playing out their worst fears, outnumbered six to one and facing a surprisingly well equipped force caught the Italians off guard. The Ethiopians also launched their Russian mountain artillery from the very high ground the Italians had hoped would have been in their hands. Despite their poor equipment, morale and confused plans the Italians did fight bravely in many cases and inflicted many casualties repelling many Ethiopian advances over and over. However, the numbers became too great and many last stands took place, the reserves committed what they could but Baratieri himself panicked and left the battle, decreasing the morale of his troops. Overwhelmed the Italians began a confused retreat, pursued for nine miles, individual stragglers were picked off by Ethiopian troops and civilians. The defeat was resounding and Italy lost 6,000 killed, 1,500 wounded, 3,000 captured including the wounded. Many of the dead were the Eritrean askaris, who the Ethiopians considered as traitors to Ethiopia even if they were separate countries. The Ethiopians as punishment mutilated many Eritrean soldiers but cutting off a hand and foot as permanent punishment, heaps of these missing appendages were found at the battle site still months later. The Italian prisoners for their part were reputed to have been relatively well treated for the remainder of the war, despite some dying of their wounded later in captivity. Ethiopia lost nearly 4,000 killed and suffered over 8,000 wounded, meaning the battle was very bloody and costly for them as well.

The impact of the defeat would have both short term and long term consequences. In Italy, shock of its announcement resulted in protests from the general populace and riots had be to be put down by police, the Prime Minister resigned days later and Italy argued about whether to seek revenge or end the war. Menelik for his part could not pursue the Italians back to Eritrea due to his own losses and lack of supplies. He also had political foresight to see that an invasion of Italian Eritrea would galvanize Italian support for continuing the war and the likelihood was that Ethiopia couldn’t repeat Adwa and probably wouldn’t be able to sustain Italian reinforcements in greater numbers with better supplies, by maintaining a purely defensive strategy he and his nation would appear more sympathetic and political demands in Italy would switch to calls to end the war rather than gain revenge, this strategy payed off and in the October 1896 Treaty of Addis Ababa. Italy recognized the independence of Ethiopia and the Treaty of Wuchale’s repeal, meaning Ethiopia did not have to consult Italy on foreign affairs in exchange all Italian prisoners were released and Italy was actually allowed to keep some of their conquests from earlier in the war, giving the losing side some small territorial gains. Baratieri was court martialed for his performance but ultimately acquitted though he was judged incompetent for military leadership. In Russia, the victory was likewise celebrated and Russians viewed it as an act of solidarity with their fellow Orthodox Christians and as a small measure of revenge for Italian participation in the Crimean War 40 years earlier.

In the short term Ethiopia’s independence was assured, in the long term though both Europe and Africa reflected on Adwa’s implications. In Italy, Adwa became a rallying cry much like “Remember the Alamo” for Americans. In 1935, Fascist Italy was keen on expanding Italy’s colonial empire once more and under Benito Mussolini, the Italians launched a new invasion of Ethiopia, this time using modern weapons including tanks and planes, the Ethiopians stood no chance and once more their pleas for help fell to deaf ears in the League of Nations which stood powerless to stop Italy. Ethiopia would be conquered, annexed and incorporated into the new Italian Empire, to which Mussolini would say “Adwa had been avenged.” From 1936-1941, Ethiopia was occupied when the British in the midst of World War II defeated the Italians and liberated Ethiopia. In African historical memory though, especially popular among the Pan-African movement, the Battle of Adwa and Ethiopian independence by extension stands as a beacon of symbolic hope, shattering the long held myth of African inferiority to foreigners and proving that given the right circumstances, they too can triumph over colonial forces and preserve their freedom...

#ethiopia #italy #19th century #warfare #colonialism #africa #pan africanism #victorian era #military history #indepdence

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livewellnews · 3 years ago

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Atlantic migrant route to Spain deadliest in world last year

Gran Canaria, Spain, Apr 5 (EFE).- The perilous Atlantic crossing between continental Africa and Spain’s Canary Islands was the deadliest in the world last year, accounting for one fifth of the nearly 6,000 recorded deaths and disappearances on migratory transit routes, according to data from the International Organization for Migration.

The IOM recorded a total of 5,795 migrant deaths in 2021, of which 2,048 were reported on the western, central and eastern routes traversing the Mediterranean, 1,488 in Africa, 1,248 in the Americas, 779 in East Asia, 133 in Europe and 99 in West Asia.

The growing number of people making the hazardous journey across the Atlantic Ocean from Africa to the Canary Islands, often in vessels ill-equipped for the open ocean including wooden boats or rubber dinghies, has alarmed the IOM.

In 2017, there was one recorded death on the maritime route. But that annual figure has since grown to 43 in 2018; 202 in 2019; 877 in 2020 and 1,109 in 2021, officials from the IOM’s Missing Migrants Project told Efe.

The data compiled by the organization likely do not reflect the real toll on the Atlantic route, given the reports are based on the number of bodies pulled from the ocean and testimonies from survivors.

The IOM acknowledges that many migrant boats sink and disappear without the knowledge of authorities.

Caminando Fronteras, a Spanish NGO, estimates that 4,016 people died on the Atlantic route to Spain in 2021, based on statements from victims’ relatives.

The European Union’s border and coast guard service Frontex said 194,948 people entered EU territory irregularly in 2021: 22,504 via the Atlantic to the Canary Islands, 18,245 across the western Mediterranean, 65,362 via the central Mediterranean, 20,373 via the eastern Mediterranean, 60,540 through the Balkans and 7,915 via Eastern Europe.

A total of 11.5% of irregular migrants entering EU territory landed in the Canary Islands, according to those statistics. EFE

#EFE #SPAIN MIGRATION

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khalilhumam · 4 years ago

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Over 3,000 people die during migration journeys in 2020 despite COVID-19 pandemic

New Post has been published on http://khalilhumam.com/over-3000-people-die-during-migration-journeys-in-2020-despite-covid-19-pandemic/

Over 3,000 people die during migration journeys in 2020 despite COVID-19 pandemic

Berlin – The International Organization for Migration (IOM)’s Missing Migrants Project has recorded over 3,000 deaths on migratory routes worldwide so far in 2020. Despite COVID-19 and the extensive travel restrictions and measures implemented on borders across the world in an attempt to control the spread of the virus, tens of thousands of people continued to leave their homes and embark on dangerous journeys across deserts and seas. Though the overall number of people known to have lost their lives in 2020 is fewer than previous years, some routes saw an increase in fatalities. Most notably, at least 593 people died en route to Spain’s Canary Islands thus far in 2020, compared to 210 recorded in 2019 and 45 in 2018. An increase in migrant deaths was also recorded in South America in 2020 compared to previous years, with at least 104 people who lost their lives – most of them Venezuelan migrants – compared to fewer than 40 in all previous years. At least 1,773 people died within and en route to Europe this year, making up the majority of fatalities recorded worldwide; a trend that has continued since 2014, when IOM’s Missing Migrants Project began collecting this data. Some 381 men, women and children lost their lives on the United States-Mexico border, 245 others perished in Southeast Asia – most of whom were Rohingya refugees travelling by boat from Myanmar and Bangladesh towards Malaysia, Thailand and Indonesia – while another 143 and 112 people died in the Caribbean and Middle East respectively. “People continue to lose their lives on irregular migration journeys despite the extensive travel restrictions in 2020, showing the need for more safe, legal migration options,” said Frank Laczko, Director of IOM’s Global Migration Data Analysis Centre, which hosts the Missing Migrants Project. “Behind every one of these figures is a life lost needlessly, and a family who must mourn the person lost.” The decrease in recorded migrant deaths is not necessarily an indication that the number of lives lost truly decreased in 2020, as COVID-19 also meant significant changes to the availability of data on deaths during migration and the ability to monitor specific routes. Even before the pandemic, migrant deaths tend to be underreported or sometimes unrecorded. During COVID-19, many of the constraints to collecting such data have increased. Reports collected from surveys of migrants who may have witnessed a death, for example, were largely unavailable in 2020. Such survey data is often the only source of information on migrant deaths in remote regions such as the Sahara Desert. These data challenges are exemplified by the number of unconfirmed invisible shipwrecks – vessels which vanished with no survivors – recorded on maritime migration routes to Europe in 2020. According to IOM’s internal records, at least 14 such cases, totalling around 600 additional lives lost, are not included in the Missing Migrants Project’s records due to a lack of corroborating information needed to record a death according to the project’s methodology. Reports of invisible shipwrecks largely come from distress calls and reports of missing family members relayed to NGOs who meticulously document such cases. “The issues collecting data on migrant deaths and disappearances in 2020 are emblematic of the wider challenges of collecting data on migration since the outbreak of COVID-19,” said Laczko, “and better data on migration is urgently needed to understand the vulnerabilities and contributions of migrants during the pandemic.” Although there are still a few weeks left of December, and data on migrant deaths in 2020 will likely continue to be collated until early 2021, the trends and data challenges already seen indicate that even the strictest travel restrictions do not stop irregular migration, nor do they prevent the senseless loss of life on these dangerous rotes. The continuation of these deaths across the world shows the urgent need for safe, legal migration avenues. Hoosin's story Hossin Ochlih was just 21 when he lost his life en route to Spain’s Canary Islands on 24 November. He was the youngest of five siblings, the one who his older brother say was the most joking and loving, and the one who always got in trouble for helping his poorer neighbors. He spoke Spanish – his paternal grandparents were from Spain – and he often shared a coffee and cigarette with the owner of the Madrid bar in the Sidi Ifni neighborhood where he grew up. Like many others, Hossin left home without telling his family. His mother still hopes that there has been a mistake and that Hossin survived the shipwreck. His family has not yet been able to repatriate his remains from the Canary Islands, as they are unable to pay the 4,500 Euro that this costs. Read more about Hossin and about the lives of others who lost their lives in the shipwreck on 24 November here. For the latest data on migrant deaths and disappearances, visit IOM’s Missing Migrants Project website here. Raw data can be downloaded from missingmigrants.iom.int/downloads. Contact: Julia Black, IOM’s Global Migration Data Analysis Centre. Email: [email protected]. Phone: +49 30 278 778 27

Language English

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Friday, December 18, 2020 - 21:03

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mhsn033 · 5 years ago

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South China Sea dispute: Australia says Beijing’s claims have no legal basis

Image copyright DigitalGlobe via Getty Photos

Image caption Satellite image reveals Woody Island – in general is named Yongxing and Phu Lam – one of the best in the Paracels (file describe)

Australia has formally rejected China’s territorial and maritime claims in the South China Sea, aligning itself more carefully with the US as tensions upward thrust.

In a declaration to the United Nations, Australia stated the claims, which derive the bulk of the sea, had “no apt foundation”. China has now not reacted.

It comes after the US known as some of China’s actions in the region “unlawful”.

In present years China has built bases on synthetic islands in the sea, asserting its rights tear aid centuries.

Brunei, Malaysia, the Philippines, Taiwan and Vietnam contest China’s claims. The international locations hold wrangled over territory for a protracted time but tensions hold progressively increased in present years, with quite loads of maritime confrontations taking build.

Beijing claims a tall region is named the “nine-high-tail line” and has backed its claims with island-constructing and patrols. It has built necessary militia infrastructure, though it insists its intentions are mute.

Despite the true fact that largely uninhabited, two island chains in the region – the Paracels and the Spratlys – would possibly perchance perchance hold reserves of pure sources round them. The ocean is also a key shipping route and has most vital fishing grounds.

In 2016, a world tribunal ruled against China, asserting there became no evidence it had historically exercised irregular put an eye on over the sea’s waters or sources. But China rejected the judgment.

What is Australia’s build?

Australia’s declaration to the UN, submitted on Thursday, reads: “Australia rejects China’s claim to ‘ancient rights’ or ‘maritime rights and pursuits’ as established in the ‘lengthy route of historical word’ in the South China Sea.”

The text references the 2016 ruling by the Eternal Court docket of Arbitration, alongside side: “There is no apt foundation for China to intention straight baselines connecting the outermost aspects of maritime parts or ‘island teams’ in the South China Sea.”

It also stated it did now not settle for Beijing’s assertion that its sovereignty over the Paracels and the Spratlys became “broadly recognised by the area community”, citing objections from Vietnam and the Philippines.

Analysts declare the declaration marks a dramatic shift in build for Australia, which has beforehand informed all claimants to procure to the backside of their disputes per world law.

The transfer comes amid deteriorating family people between Australia and China over a call of disorders, alongside side an Australian call for a world investigation into the origins of Covid-19, which first emerged in the Chinese metropolis of Wuhan final twelve months.

The text became issued ahead of annual talks between Australia and the US due to the happen in Washington on Tuesday. The two international locations are terminate and lengthy-standing allies.

What is the US build?

The US has lengthy been serious of China’s militarisation of the find 22 situation, and the Trump administration has now not too lengthy ago reversed a protection of now not taking aspects, explicitly backing the territorial claims of China’s South East Asian neighbours.

US Secretary of Suppose Mike Pompeo stated earlier this month some of China’s actions had been “fully unlawful”, condemning Beijing’s “advertising and marketing and marketing campaign of bullying to manipulate” the region. In response, China stated the US “deliberately distorts details and world law”.

Media playback is unsupported to your tool

Media captionA BBC body of workers flew over the disputed South China Sea islands in a US militia airplane in 2018

Family between China and the US hold also deteriorated now not too lengthy ago over disorders alongside side Beijing’s handling of the coronavirus pandemic, its actions in Hong Kong and its medication of Muslim minorities.

Earlier this week, the US ordered the closure of the Chinese consulate in Houston, Texas, with Mr Pompeo accusing China of “stealing” mental property. China ordered the closure of the US consulate in Chengdu in response.

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#IFTTT #WordPress

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shehryarejaz · 5 years ago

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I don’t belong here or do I?

Machar Colony, Orangi Town, Bangla Bazaar, ever heard of these areas? I never did until last year, someone like me who has spent the last twenty years in the biggest metropolis of the country. You know what the residents of such places, time and again? I don’t belong here or do I? Probably the only metropolis in the world with more than 14 million people( Census 2017), the number doesn't frighten us enough, it probably will when one realizes that these 14 million are on paper and there many more human souls out there who have never been counted since decades. We all are aware of the fact that multiple ethnicities are residing in Karachi as of 2018, the majority of them are not acquainted with something that we devalue enough and often tend to hide it from others, none other than our Pakistani citizenship. I don’t belong here or do I? A few weeks ago, our newly elected Prime Minister en route Naya Pakistan stopped by Karachi. Whenever someone of that status visits Karachi, we do see an entourage around, as was the case with Mr. Imran Khan surrounded by one of the most powerful and popular faces of the country. During his visit, the prime minister-elect was adamant of the fact that the incumbent government is willing to regularize or provide some sort of relief to Bengalis, Burmese, Iranians and multiple ethnicities living in Karachi in order to solve their citizenship crisis. When those alarm bells rang, that adamant fact turned into consideration or consultation whatever fits the parliamentary dictionary. Why did those alarm bells ring? I don’t belong here or do I? Because We have an innumerable number of illegal, illegitimate residents living in Karachi without identity documents as per se. Or We still have that same old elitist mindset regarding Pakistani citizenship that the said citizenship is an entitlement passed onto generations, the fact that someone born in Pakistan deserves that entitlement is an anomaly. Oh wait, did I just refer to the same class who travel the world with pregnant wives just to get any passport except for a green one. That child is completely unaware of the fact that he is living in a country he doesn't belong to, quite compatible with popular opinion, right? We have our long lost Muslim brothers or ex Muslim brothers I should say forced to leave West Pakistan and migrate to modern-day Bangladesh after 1971, those who couldn't make it still live in areas like Machar Colony ( Fisherman's Colony). Fishing which was the only bread and butter these families had has been entrenched with various obstacles. Due to the security situation, maritime officials are now tasked with checking identity cards of fisherman along the coast and fortunately enough for our authorities, the majority of the residents of Machar Colony don't have one. The problem doesn't end with Bengalis, we have had Afghans pouring in after the Soviet invasion, Burmese fleeing away from atrocities of the Myanmar authorities, Iranians illegally entering Balochistan and making it to Karachi. Whether the incumbent government grants them Pakistani nationality or not is not the question for now, how on earth do we plan to regularize millions of such nationalities with no identity documents. What would these children pursue when they grow up? Do they have any option left other than resorting to illegal means to provide for their families, No they don't? We did accommodate refugees for a long period of time, in fact, Pakistan stands out in accommodating refugees, particularly Afghans since decades. The fact of the matter is where did NADRA, Interior Ministry, Census staff disperse when these refugees transcended into immigrants and eventually illegal citizens. Even if we debate of the said issue, sounds like an addition to the Kalabagh debate, what happens then? More mouths to feed, irregular and completely unchecked activities going around the city, a city that feeds Pakistan economically. If the government has set afoot to address this issue which has been unchecked for decades, it should be better pursue it and at least come with a framework to do so. There are alternative means and one policymaker has to go through them in detail. We do have embassies from all of these countries, right? We know that the majority of these people had illegal documents prepared from Pakistani authorities, one of the proposals I got while researching on the issue sounds a reasonable thing to do so. Once we have records filtered for these ethnicities and we can track how many of them were actually born in Pakistan, the federal government can grant them nationality on a federal quota basis through an ordinance, so that provincial autonomy remains untouched. A temporary framework will allow those who want to go back home to be issued with temporary identity documents while others can be granted Pakistani citizenship after due process and due diligence by concerned authorities. We know it isn't that simple but at least a start would allow us to reach an eventual conclusion by the incumbent government. As a nation of 220 million, we still fail to adhere to the fact that none of us are more or fewer Pakistanis then each other. The question stands still I don’t belong here or do I? Even if they do, the state should least have the courtesy to bestow them with sort of ownership to the country they have been living in for the last seven decades. Read the full article

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miachender-blog · 6 years ago

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LOCAL STORY

Hello everyone !

Today I am going to explain you a tragédie that happened in South Korea about 5 years ago, involving the less of children and the over reaction of the politicians. This event still have an important impact and it is also unfortunately used by politicians to reach their politic purposes.

So let me introduce the facts ...

So the sinking of MV Sewol, also called the Sewol ferry disaster (세월호 침몰 사고), occurred on the morning of 16 April 2014, when the passenger/ro-ro ferry was en route from Incheon towards Jeju in South Korea. The South Korean ferry sank while carrying 476 people, mostly secondary school students from Danwon High School (Ansan City). The 6,825-ton vessel sent a distress signal from about 2.7 kilometres north of Byeongpungdo at 08:58 Korea Standard Time. In total, 304 passengers and crew members died in the disaster. Of the approximately 172 survivors, more than half were rescued by fishing boats and other commercial vessels that arrived at the scene approximately 40 minutes after the Korea Coast Guard.

The sinking of MV Sewol resulted in widespread social and political reaction within South Korea. Many criticized the actions of the captain and most of the crew. Also criticized were the ferry operator and the regulators who oversaw its operations, along with the South Korean government for its disaster response and attempts to downplay government culpability.

On 15 May 2014, the captain and three crew members were charged with murder, while the other 11 members of the crew were indicted for abandoning the ship.

The ship was commanded by 69-year-old Captain Lee Joon-seok, who had been brought in as a replacement for the regular captain. He had over 40 years of experience at sea, and had traveled the route before. He was hired on a one-year contract, with a monthly salary of ₩2.7 million (roughly 2,500 USD). Lee worked with 33 crew members for the journey, of which 19 were irregular, part-time workers.

What was the problem ?

The Safety Investigation Report made by the Korea Maritime Safety Tribunal noted that the Sewol at the time of departure was carrying 2,142.7 tons of cargo when its maximum allowance was 987 tons. Time magazine further noted that the cargo had been improperly secured. The Report also noted that only 761.2 tons of ballast were taken on board, that some ballast tanks had not been properly maintained, and that the last voyage was made without making further adjustments to the ballast during the journey.

As of 17 April 2014, the South Korean coast guard concluded that an "unreasonably sudden turn" to starboard, was the cause of the capsizing. According to the Coast Guard, the sudden turn caused the cargo to shift to port, causing the ship to list and to eventually become unmanageable for the crew.

Multiple turns to the right (08:48)

Right before the incident, the Chief Engineer, Helmsman Cho, and Third Mate Park were standing side by side near the ship's wheel at the bridge. Captain Lee was absent from the bridge at the time. At 8:46 am, the Sewol was travelling at a speed of 18 knots at a course of around 136 degrees. At this time, Park ordered Cho to change the course from 135 degrees to 140 degrees, which Cho consequently undertook.

There are conflicting accounts of what happened next. According to Park's testimony, after she had used the radar to check that Sewol's course was changed and the current course was set to 140 degrees, Park ordered Cho to change the course of the ship further to 145 degrees. The order was given at 8:48 am. After realizing that the ship was heavily listing to port which led the bow to turn to the right, she gave an order to turn the wheel to port. Immediately after giving the order, she heard Cho exclaim "the wheel isn't working" in a flustered voice, after which the ship started listing. The testimony of the Chief Engineer did not notably differ from that of Park.

Here is a video that explains the capsizing process, just don’t listen to the losses datas the report was made before the official losses announcement.

youtube

Passengers

During the capsizing, some members of the crew drank beer. The crew also communicated by telephone with staff from Chonghaejin Marine at seven different times. As passengers stayed in their cabins as instructed, the captain and crew members abandoned the ship. The captain, the chief engineer, and the chief and second mates were the first people to be rescued.

As the ship capsized, some passengers followed the announcements to stay put (yes korean obedience to rules, even if their lives are engaged…), even as the water came in. Most of the student passengers obeyed the announcements. Some passengers who climbed to the top of the ship or jumped into the water were rescued. Videos recording passengers during the capsizing have been recovered. Some recorded the announcements telling passengers to stay in place and put on life jackets, while some showed passengers joking around, putting on life jackets, and sending farewells.

Passengers made calls and sent text messages and KakaoTalk mobile messages during the capsizing. The last message was sent at 10:17 am.

Civilians

On 18 April, the rescued vice principal of Danwon High School, Kang Min-kyu, 52, committed suicide by hanging himself. Kang had organized the field trip that had brought the high school party aboard the ship, and had written in his two-page suicide note, found in his wallet by police, that "Surviving alone is too painful when 200 lives are unaccounted for ... I take full responsibility." The note ended with a request that his body be cremated and the ashes scattered over the site of the accident, "that I might be a teacher in heaven to those kids whose bodies have not been found."

On 22 April, a netizen made a post encouraging others to take part in a yellow ribbon campaign on KakaoTalk. The image accompanying the post had a caption stating, 'One small movement, big miracles'. Since then, the yellow ribbon has been used to symbolize mourning for the sinking victims. The ribbons are prominent in social media, sometimes as profile photos, and were used by celebrities such as Jo Kwon and Hye-rim Park. In 2017, the yellow ribbon campaign received renewed media coverage as various musicians wrote songs with references to the symbol or were seen wearing the ribbon during performances and celebrities posted images of the ribbon on their social media sites to commemorate the year after the disaster.

The consequences of this tragic event are still present both in the political sphere and in the hearts of the South Korean people. I had the opportunity to see how the memorial day went at my university, and indeed, all the students were wearing or showing the little yellow sign.

I hope you enjoyed this article and also learned something from it, I really needed to talk about this topic since it is very present in the daily lives of Koreans, so this blog topic was for me the perfect opportunity;)

I wish you all a great day!

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toldnews-blog · 6 years ago

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New Post has been published on https://toldnews.com/world/spain-election-polls-due-to-open-for-closely-fought-contest/

Spain election: Polls due to open for closely-fought contest

IMMIGRATION

– Responsible immigration policies. Immigration should be legal, orderly and linked to work contracts and the wish to integrate and respect the customs of the nation. – Statute of temporary protection for Venezuelans, granting them temporary residency, freedom of movement and work permits. – Special plan to combat illegal immigration. – Support the work of social services in the care given to refugees who have fled dictatorships, wars or religious persecution. – Integration of legal migrants and advance policies which guarantee that second generations feel like full Spanish citizens. – Enable the recruitment of migrants in their own country.

– Access to Spanish citizenship by residency must be seen as a result of a process of integration of foreigners in Spain. – Prioritise countries in America and Africa for closer co-operation – Put in place a “state pact for safe, orderly and regular immigration”. – Promote the common European asylum and immigration policy. – Promote full integration and equal opportunities for so-called second generations, paying special attention to education. – Reinforce a fair border policy.

– Establish legal and safe entry routes into Spain and guarantee the civil rights of migrants. – Make the process of family reunification, humanitarian visas and new visa programmes more flexible, such as job searches. – Reinforce the Maritime Rescue Service, which will remain as a public and civil service and whose sole function will be the safeguarding of life at sea. – Shut detention centres for foreigners (CIE). – Build a country without racism. – Promote a new asylum law that includes those who have to flee their homes because of environmental issues. – Guarantee that unaccompanied foreign minors receive treatment according to the Convention on the Rights of the Child.

– Set up a “points-based” immigration system to attract the best foreign talent. – Pursue mafia organisations that profit at the expense of the lives and safety of migrants. – Protect the officers of the state security forces that monitor our borders. – Increase resources for the state security forces dealing with irregular migration, reinforcing effective and non-aggressive action.

– Deport illegal migrants to their countries of origin. – Deport migrants who are legally in Spanish territory but who have committed minor offences or serious crimes. – Strengthen our borders. Build an insurmountable wall in Ceuta and Melilla (Spanish cities on the African continent bordering Morocco). – End the attraction: any migrant who enters Spain illegally will not be allowed to legalise their situation, ever. – Eliminate the “arraigo” process that allows illegal migrants to stay in Spain under exceptional circumstances. – Raise the levels of language ability, tax contributions and integration as requirements for citizenship.

EQUALITY

– Local offices for Assistance for Pregnant Women so that no woman stops being a mother because of her economic, social or family circumstances. – Improve social protection and support for pregnant young women and young families, temporarily adapting, if necessary, their schooling, so that motherhood does not pose an obstacle. – Reform the penal code to extend the option of permanent remand to cases of murder in which some gender violence is suspected. – Training in equality and the fight against gender violence to be given to all professionals who might come across the issue in their career. – Plan to close the wage gap in Spain. – Encourage more women into the labour market to reach levels similar to the European average.

– End surrogacy (which is currently illegal in Spain). – Reform of the criminal code to ensure that the lack of explicit consent of the victim is key in sexual crimes. If a woman does not say yes, it means no. – Prohibit segregated education in schools supported by public funds. – In schools, promote the prevention of gender violence and respect for sexual diversity. – Reform gender identity law, eliminating the need for medical diagnoses and making it easier for under 16s to change name and sex records. – Allow non-transferable parental leave for both parents. – Implement urgent measures to ensure equal treatment and employment opportunities for women and men.

– Guarantee immediate housing alternatives for women and their children who suffer domestic violence. – Introduce feminism classes. – Equal and non-transferable paternity and maternity leave. – Offer help with assisted reproduction and facilitate access to the latest contraceptive methods, emergency contraception and voluntary terminations for all women. – Legal protection of trans people and the right to self-determination of gender identity and expression. – Establish equality in local authorities. – Launch a plan to fight domestic violence, with an annual allocation of €600m ($675m).

– End male-preference in the royal line of succession. – Protect marriage between LGTBI people and include the right to non-discrimination based on sexual orientation. – Approve a surrogacy law so that women who cannot conceive and LGTBI families can fulfill their dream of forming a family. – Expand maternity and paternity leave to up to 16 weeks for each parent. – Combat intolerance and hate speech, including on social networks. – Promote a greater presence of women in visible positions of responsibility, guaranteeing an equality balance in public office.

– Protection of life from conception to natural death. – Elimination of quotas (by sex or for any other reason) in electoral lists. – Repeal gender violence law and any rule that discriminates against a person’s sex. Instead, enact a law of intra-family violence that protects the elderly, men, women and children alike. Suppression of subsidised “radical feminist” organisations, effective prosecution of false allegations. – Extension of maternity leave to 180 days that would be extended to one year in the case of children with disabilities.

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spicynbachili2 · 6 years ago

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World War I Is More Than Trenches in France

As we speak—the eleventh hour of the eleventh day of the eleventh month—marks the centennial of the armistice concluding the First World Battle. Your humble correspondent traveled to Kansas Metropolis, Missouri, final week to supply remarks as a part of “1918: Crucible of Battle,” the centennial symposium on the Nationwide World Battle I Museum and Memorial. After two days of listening to realized commentators maintain forth about sundry dimensions of the conflict, the armistice, and the interregnum between the world wars, it’s clear the Nice Battle nonetheless casts a protracted cultural shadow.

Backside line: historical past issues. A partial or garbled understanding of historical past means any steering we distill from it’s partial or garbled as properly.

Defective steering is an actual prospect. Ask the person on the road what the conflict was about, and in all probability he’ll reply with one thing about trench warfare. Troopers huddled in muddy, depressing trenches underneath fixed artillery bombardment signify the dominant picture of World Battle I. And that contains a serious a part of the story for positive. However why does our cultural reminiscence obsess over trench warfare in France? The plain purpose for Individuals is as a result of that’s the place American doughboys fought from 1917–1918. That was our conflict.

We are inclined to stress the mixed bomber offensive in opposition to Nazi Germany, the landings in North Africa, Italy, and Normandy, and different American spheres of endeavor in World Battle II whereas scanting the horrific and arguably decisive combating between German and Soviet armies. In the identical vein it’s pure to recollect what our troopers, sailors, and airmen did within the Nice Battle. These have been little children of America.

It additionally is smart to focus on France as a result of the West is the place the weapons of August rang out in 1914 and the place the Nice Battle led to November 1918. The German Military’s “Schlieffen Plan“ despatched legions careening via Belgium into France earlier than the offensive stagnated underneath stiffer-than-expected French and British resistance. The static combating that constitutes the lore of World Battle I ensued. Throughout the spring of 1918 the German Military launched a collection of titanic offensives in hopes of breaking a French Military that verged on mutiny or driving the British Expeditionary Power into the ocean earlier than america might intervene in power. And France is the place the Allies finally amassed sufficient fight energy to puncture German strains at a number of factors on the similar time—letting them break via and compel Berlin to consent to the armistice we bear in mind at the moment. Beginnings and endings imprint themselves on the favored thoughts.

After which there’s the cultural dimension. France witnessed feats of heroism that helped forge the U.S. Military and Marine Corps into what they’re at the moment. Legendary figures comparable to Common John J. Pershing made their names on the Western Entrance. Legendary figures from subsequent U.S. historical past—Harry S. Truman, George S. Patton, Douglas MacArthur—made their debuts as junior officers. On the Battle of Belleau Wooden in Could-June 1918, American troopers and marines blunted a German spearhead geared toward Paris—and helped put together the bottom for the Allied counteroffensive and victory. “Retreat, hell! We simply received right here,” proclaimed one ornery marine when urged to retreat earlier than the German onslaught. Attempt not pumping your fist at that present of bravado.

Moreover, take into consideration all of the marvelous cultural artifacts that got here out of the Nice Battle. The poetry of British troopers Rupert Brooke and Wilfred Owen ranks among the many most interesting conflict poetry—heck, the best poetry, full cease—ever written. There’s an elegiac high quality to the life tales of Brooke and Owen: each fell in army service, Brooke towards the conflict’s starting and Owen close to its finish. In a way their tales make literary bookends for the conflict in France. In 1915 Canadian officer Lieutenant Colonel John McCrae composed “In Flanders Fields,” a poem that is still a staple of Veterans’ Day observances a century therefore, after presiding over the funeral of a fallen comrade. Erich Maria Remarque’s All Quiet on the Western Entrance is a testimonial from a German perspective to the horrors seen in France. Such relics convey drama—and drama makes lasting in style reminiscences.

Highly effective testaments to trench fight obscure accounts of different theaters. Even modern popular culture—suppose the early seasons of Downton Abbey—reinforces the Western bias in our reminiscences of World Battle I. Not even the eloquence of Ernest Hemingway, whose A Farewell to Arms is ready in Italy relatively than France, can totally counteract that bias. There’s one thing melancholy about hurling males in opposition to hearth—sending troopers excessive into murderous machine-gun and artillery hearth and barbed wire—that continues to beguile.

With out taking something away from the monumental literature, visible arts, and music commemorating the combating in France, although, it’s essential to keep in mind that entrenched fight within the West is way from the entire story of the Nice Battle. The conflict of motion that German commanders hoped to stage in France truly occurred to the East, for instance. Why? As a result of the sheer bodily scale of western Russia rendered closely armed perimeter protection impractical. Within the West the Allies and Central Powers might dig in as a result of France is a comparatively compact nation bracketed by the Atlantic Ocean, Mediterranean Sea, and Pyrenees Mountains. It was a closed system in contrast to the open system that’s Russia. Had armies tried perimeter protection within the East, their strains would have been so lengthy that no military might discipline sufficient troops or weaponry to protect them.

Germany’s defeat of the Russian Military coupled with revolution in Russia prompted that nation to conclude an armistice and go away the conflict through the Treaty of Brest-Litovsk. Its departure liberated German commanders to switch troops westward, mounting their spring 1918 offensives with heavy numerical superiority over demoralized French and British armies. (U.S. forces in Europe remained in coaching till that summer season.) The Allies tried opening a southerly maritime route at Gallipoli in 1915, with disastrous outcomes. The Nice Battle noticed bitter mountain warfare between Italy and Austria-Hungary. British and French forces campaigned within the Center East, the place the open, flat terrain typically permitted cavalry costs to succeed. The desert theater made Englishman T. E. Lawrence “Lawrence of Arabia”—and spurred Lawrence to put in writing one of many nice treatises on irregular warfare. Japan scooped up German colonies within the Pacific and China, serving to set the stage for the Pacific theater of World Battle II.

And on and on. Do these non-Western theaters matter at the moment? Sure. Up to date endeavors lie downstream of tradition, and the Nice Battle has develop into a part of the cultural reminiscence for all the erstwhile combatant states. How they perceive their previous shapes how they conduct themselves now. As an illustration, strive asking an Australian in regards to the Nice Battle; you’re extra prone to end up regaled with tales of the “ANZAC”—Australia/New Zealand—expeditionary power at Gallipoli than tales about trenches spanning France. That is Australia’s founding legend. A Russian or Italian would take a distinct view from an American, Briton, or Frenchman.

Supposed classes from a battle are graven on the minds of the technology that fought it, on the youngsters of the combatants, and to lesser extent on their grandchildren. After that they move into widespread reminiscence, serving to comprise a set of axioms in regards to the world and the way the society ought to assist handle it. Historic classes foreclose sure political and strategic choices in future controversies whereas prodding a society and its management towards others. Ergo, it behooves posterity to compile as complete an understanding of bygone occasions as potential—serving to us study correct classes from these occasions.

False classes of historical past might beget dangerous selections within the right here and now, whereas smart classes bolster our possibilities to excel. Historical past isn’t simply of antiquarian curiosity on this centennial day. It’s important to executing international coverage and technique properly.

James Holmes is J. C. Wylie Chair of Maritime Technique on the Naval Battle Faculty and coauthor of Purple Star over the Pacific (second version due out subsequent month). The views voiced listed below are his alone.

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maritimecyprus · 5 years ago

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(http://www.MaritimeCyprus.com) In the UK, there is an increasing number of Offshore Renewable Energy Installations (OREIs) including wind farms, and wave and tidal energy devices. This forms part of the government’s commitment to reducing its carbon footprint and tackling climate change.

The location, size and irregular shape of OREIs present new challenges to the safe navigation and communication of shipping and emergency rescue. These difficulties could contribute to a marine casualty leading to injury, death or loss of property, either at sea or among the population ashore.

This guide provides details on the impact of OREIs on navigational safety and emergency response. The information is particularly useful for OREI developers. It also provides information on navigation and voyage planning to help you assess all risks and plan safe passage. Finally, this guide includes research on the impact of OREIs on marine radar, communications and positioning systems and search and rescue helicopter operations.

Offshore Renewable Energy Installation impact on navigational safety and emergency response

Existing or proposed OREIs in UK internal waters, territorial sea or in the Exclusive Economic Zone (EEZ) beyond the territorial sea have the potential to affect marine navigation and safety.

The impact must be assessed and mitigation measures put in place to ensure the safety of life at sea. Assessments need to be made of the consequences of ships deviating from normal routes and recreational or fishing vessels entering shipping routes in order to avoid proposed sites. As an OREI developer, you will need to ensure that you minimise the impact of your developments.

OREIs can include:

offshore wind farms

marine current turbines

wave generators

any other installation

Recommendations for OREI

If you are an OREI developer seeking formal consent for marine works, you will need to consider recommendations from the Maritime and Coastguard Agency (MCA). If you fail to consider these recommendations, there may be objections to your proposal on the grounds of navigational safety or emergency response preparedness. Download Marine Guidance Note (MGN) 543 (M+F) Navigational, safety and emergency response guidance for OREIs.

You can find information on development consents and licensing for OREIs over 100 megawatts in England and Wales on the Infrastructure Planning Commission website and for OREIs in Scotland on the Marine Scotland website.

You can also find information on development consents and licensing for OREIs between 1 and 100 megawatts on the Marine Management Organisation website and Natural.

The recommendations also include information to address the navigational impact and emergency response of proposed OREI sites. The development of an OREI requires a clear consent process to deal with potential detrimental effects and should take account of local factors, national standards and international aspects which could influence the establishment of an OREI.

The Energy Act 2004 also established a regulatory regime for OREIs beyond territorial waters, in the UK’s EEZ. This supplements the regime which already applies in UK internal and territorial waters and Section 99 deals specifically with navigation. Read the Energy Act 2004 on the Legislation.gov website.

How and when the OREI recommendations should be used

If you are an OREI developer, you and your contracted environmental and risk assessors should take the recommendations into account for all sites within the jurisdiction of port limits or in open sea areas for the preparation of:

Scoping Reports

Environmental Impact Assessments (EIA)

Environmental Statements (ES)

You may also be required to comply with specific criteria from port authorities. Also, where proposals within port limits could affect navigation or emergency planning or response, the port authorities will be under an obligation to review its safety management system, in accordance with the Port Marine Safety Code. You should undertake such reviews in parallel with your EIA, with the outcome addressed in the resulting ES.

You should comply with the recommendations during all phases of:

planning

construction

operation

decommissioning

During these phases, you should immediately send information concerning the navigational impact to all relevant mariners, organisations and authorities.

You should plan and practice contingency arrangements to deal with marine casualties in or adjacent to sites, including responses to environmental pollution, to test their efficiency.

These recommendations can be changed or modified by the MCA – on the basis of experience or in accordance with internationally recognised standards – in the interest of safety of life at sea and protection of the marine environment.

Navigational considerations

You should assess navigational and communication impacts or difficulties around the site area and surroundings to determine any potential obstruction of, or danger to, seafarers or emergency response services. This assessment will also help to establish the best options to be adopted, including those of operational site monitoring.

You should consult with local and national search and rescue authorities, and consider the types of aircraft, vessels and equipment which might be used in emergencies. This should include the possible use of OREI structures as emergency refuges and any matters that might affect emergency response within or close to the OREI.

You should also assess the consequences of ships deviating from normal routes and recreational or fishing vessels entering shipping routes in order to avoid proposed sites. It is important to consider any situation which could lead to safety of navigation being compromised, eg:

an increase in end-on or crossing encounters

reduction in sea-room or water depth for manoeuvring – leading to choke points

When considering navigational priority, you should treat all seagoing water craft, operations and mariners as the same.Navigation and voyage planning around Offshore Renewable Energy Installations

Around the UK, the number of Offshore Renewable Energy Installations (OREIs) is increasing and they may be close to shipping routes.

You should be aware that there is no right of access to any type of OREI. They are private property and appropriate warning signs are displayed. Access to an OREI requires skill and is limited by the state of the sea, and should only be undertaken in controlled circumstances by trained personnel.

The visibility of offshore wind, wave and tidal energy installations will depend on the device type as some installations are totally submerged while others may only protrude slightly above the sea surface. The marking of offshore wave and tidal energy installations will be based on recommendations of the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA). Download offshore structures marking guidance from the IALA website

Wind farms

When planning a voyage, mariners should assess all hazards and associated risks, including the proximity of wind farms and turbines, for example:

spacing – wind farm turbines are usually spaced 500 metres or more apart depending on the size of the turbine

depth of water – most wind turbines operate in relatively shallow water though new generations of wind farm will be constructed in deeper water, possibly restricting navigable channels

seabed changes – wind farm structures could, over time, affect the depth of water in their vicinity through scouring of the seabed making depth information unreliable

tidal streams – wind farm structures may obstruct tidal streams locally, creating eddies nearby

small craft – vessels involved in turbine maintenance and safety duties may be encountered or obscured within or around a wind farm – fishing vessels may also operate and be obscured in the area

shore marks – in coastal areas shore marks may also be obscured by wind farm structures

electrical transformer stations – can be found in or adjacent to larger wind farms

rotor effects – can change the flow of the wind and impact on a vessel

[Download MGN 372 (M+F) guidance for mariners on operating in the vicinity of OREIs in the UK (https://www.gov.uk/government/publications/mgn-372-guidance-to-mariners-operating-in-vicinity-of-uk-oreis).

Offshore wave and tidal energy installations

Unlike wind farms, you may have difficulty seeing systems using wave or tidal energy as they are likely to be located at or near the surface, for example:

attenuators

point absorbers

oscillating wave surge converters

oscillating water columns

overtopping devices

submerged pressure differentials

There are also many other devices that may have unique and very different designs to the more well-established types of technology, for example:

tidal energy convertors (TECs)

horizontal axis turbines

horizontal axis turbines (enclosed blade tips)

vertical axis turbines

oscillating hydrofoils

The visibility of offshore wave and tidal energy installations will depend on the device type as some installations are totally submerged while others may only protrude slightly above the sea surface. The marking of offshore wave and tidal energy installations will be based on recommendations of the IALA. Download offshore structures marking guidance from the IALA websiteMethods for fixing wave energy convertors (WECs) and TECs to the seabed

You will need to know the various methods by which WECs and TECs can be fixed to the seabed, as it will affect their visibility above the surface, for example:

seabed mounted/gravity base devices – physically sit on the seabed by virtue of the weight of the combined device/foundation – some may also have additional fixing to the seabed

pile mounted – attached to a pile penetrating the ocean floor

floating flexible mooring – tethered via a cable/chain to the seabed, allowing considerable freedom of movement

floating rigid mooring – secured into position using a fixed mooring system, allowing minimal movement

hydrofoil inducing down force – uses a number of hydrofoils mounted on a frame to induce a positioning down force from the tidal current flow

transformer station or hub – a special structure containing power conversion equipment either within or outside the wave/tidal energy group to which individual generators are connected via a power cable – a submarine cable transfers the power ashore from the hub, which may be a separate fixed or floating platform

Safety zones

There are a few safety zones in place around some UK offshore wind farms currently under construction, with more likely to be introduced in the near future, all of which will be monitored and policed.

A temporary safety zone may be established during the construction, major maintenance and decommissioning of OREIs and therefore should be avoided. Notices to mariners and radio navigation warning broadcasts may be used to inform people of such a zone, and chart and hydrographic publications will be used. These zones will be monitored by support craft which may include fishing vessels employed by developers as guard vessels.

Permanent safety zones are not expected to be established around entire wind farm groups, though single installations may be considered.

The effect on navigation and communication systems of OREIs

OREIs can be large and there could be several of them within a particular area. As a result, OREIs that cover large areas of open water can present potential hazards to navigation. This is particularly dangerous if there are a number of OREIs close to or encroaching into waters where there is a high density of shipping movements, fishing vessels and recreational craft usage.

Because of their nature, OREI positions are exposed to weather conditions and are often in shallow water, which could affect the navigation of vessels, particularly small craft and inshore shipping, gaining access to ports or to waters that provide a more sheltered passage required in bad weather and sea conditions. Also, tidal streams of varying sets and rates pass through all wind farm sites and some sites are within port limits or lie within Vessel Traffic Services (VTS) operational limits.

Maritime communication

Mariners and organisations require consistent and effective radio communications systems.

If you are within close range of an OREI, you should be able to rely on marine navigation systems as much as if you were in open sea. However, those requiring line of sight promulgation may be affected by wind turbines. You will also need to be able to detect other craft in the area and to take appropriate avoiding action.

Port authorities and VTS operators require effective detection, identification and tracking of vessels navigating in their areas to:

organise traffic

provide traffic information

provide navigational assistance services to vessels operating within port approaches

prescribe routing schemes to meet their statutory responsibilities in respect of the safety of navigation

Emergency services such as Royal National Lifeboat Institution vessels and HM Coastguard require the ability to rapidly detect and react to maritime casualties.

If there is a failure of any radar, navigation or communication system it could:

reduce safety levels

lead to marine casualties

reduce the effectiveness of emergency service operations

If an incident involves a passenger vessel, or a vessel carrying dangerous and polluting cargo, it could have serious consequences for the public and the environment, both at sea and ashore.

Theoretical studies into the impact of OREIs on radio systems

Experiments were carried out to test the theoretical results from an earlier study that predicted the impact on marine radio systems by the North Hoyle wind farm, off the North Wales coast.

In the theoretical study, results showed that wind turbines have very large radar cross-sections, which scatter a large proportion of any incident electromagnetic energy. The turbines also cast shadows behind themselves, looking from the direction of the transmitter.

The study suggested that small vessels within the North Hoyle wind farm would be detectable with marine radar – both 3 gigahertz and 9 gigahertz – if they were not in the shadow of a turbine. However, detection of the vessel could be compromised if it was very close and directly behind a turbine. The effect of the shadow at 3 gigahertz was found to be much less severe than at 9 gigahertz.

The impact on Global Positioning Systems (GPS) was found to be minimal, with any interference very rarely causing any corruption to the GPS data. Unless a GPS receiver was within 70 metres (based on a signal-to-noise ratio of 15 decibels) of a wind turbine then any interference would be insignificant.

The study looked at very high frequency (VHF) communications and concluded that due to the wavelength of the VHF systems, any interference caused by wind turbines would be negligible.

Scientific and practical research

The North Hoyle wind farm research tried to obtain scientific and practical operational data on the performance of various navigation and communications systems within and in the vicinity of offshore wind farms. The research focused on how the performance of systems would be adversely affected, with cost effective solutions recommended.

Four different trials were designed to test the validity of the results from the theoretical study and indicated that there is minimal impact on:

VHF radio

GPS receivers

cellular telephones

automated identification system

Ultra high frequency and other microwave systems suffered from the normal masking effect when turbines were in the line of the transmissions.

The turbines produced strong radar echoes giving early warning of their presence.

At close range, turbines may produce multiple reflected and side lobe echoes that can mask real targets. These develop at about 1.5 nautical miles, with radar displays becoming worse as the range closes.

Where a shipping lane passes within this range, considerable interference may be expected along a line of turbines.

The target size of the turbine echo increases close to the turbine, with target definition and bearing discrimination becoming worse on both 3 and 10 centimetre radars.

Following on from these trials, a critical assessment of search and rescue (SAR) activities within and close to offshore wind farms was carried out. This outcome may be used to inform the consents process of offshore wind farm applications.

Further information

Download MGN 543(M+F) Safety of Navigation: Offshore Renewable Energy Installations (OREIs) – UK Navigational Practice, Safety and Emergency Response

Regulatory expectations on mooring arrangements for floating devices (PDF, 808KB, 6 pages)

Offshore Renewable Energy Installations: Requirements, Guidance and Operational Considerations for Search and Rescue and Emergency Response (PDF, 1.07MB, 53 pages)

MGN 543 Check List for developers (MS Word Document, 192KB)

Download methodology for assessing the marine navigational safety risks of offshore renewable energy (PDF, 1.45MB, 130 pages)

Download MGN 372 (M+F) Guidance to Mariners Operating in the Vicinity of UK OREIs

The Energy Act 2004 on the Legislation.gov website

Development consents and licensing for OREIs over 100 megawatts on the Infrastructure Planning Commission website

Development consents and licensing for OREIs between 1 and 100 megawatts on the MMO website

For OREIs in Scotland

Download applying for safety zones around OREIs guidance (PDF, 153KB, 19 pages)

Download offshore structures marking guidance from the IALA website

Under Keel Clearance Paper – guidance for developers (PDF, 365KB, 6 pages)

Emergency Response Cooperation Plan

Hydrography Guidlines for Offshore Developers (PDF, 203KB, 1 page)

Post-Construction Hydrographic Guidlines for Offshore Developers (PDF, 200KB, 1 page)

Source: UK Maritime and Coastguard Agency (MCA)

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Offshore renewable energy installations (OREI) – impact on shipping (www.MaritimeCyprus.com) In the UK, there is an increasing number of Offshore Renewable Energy Installations (OREIs) including wind farms, and wave and tidal energy devices.

#MCA #Offshore #rene

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