New Zealand unveils plan to tackle climate crisis by adapting cities to survive rising seas – The Guardian

The New Zealand government has released new plans to try to prepare the country for the catastrophic effects of the climate crisis: sea level rise, floods, massive storms and wildfires.

The proposals, released for consultation on Wednesday, outline sweeping reforms to institutions, councils and laws to try to stop people building in hazardous areas, preserve cultural treasures, improve disaster responses, protect the financial system from the shocks of future disasters, and reform key industries including tourism, fisheries and farming.

The climate is already changing and there will be some effects we cannot avoid, climate change minister James Shaw said. Just in the last few months we have seen massive floods, such as those in Tairawhiti; storms, such as those experienced recently in Westport; fires in the Waituna wetlands in Southland; and droughts right across the country.

These events demonstrate the case for urgent action on climate change action to protect lives, incomes, homes, businesses and infrastructure.

Over the last year, some New Zealand communities have been repeatedly hit by devastating flooding. In March, Tairawhiti was hit with its second destructive flood in less than a year. Flood waters damaged homes, schools and infrastructure, with residents saying it would take about a year to clean up. Last year, flooding in Westport left 450 homes unliveable or damaged.

At the forefront of the plan is the challenge of how to adapt New Zealands cities and housing stock much of which is coastal to the risk of rising seas and flood waters.

According to the government, the scale of the problem is enormous: 675,000 people one in seven New Zealanders live in areas prone to flooding, amounting to nearly $100bn worth of residential buildings. Another 72,065 live in areas projected to be subject to extreme sea level rise.

The number of people exposed to these hazards will increase as the climate changes, the report says. It found that between 2007 and 2017, the contribution of climate change to floods and droughts alone cost New Zealanders an estimated $840m in insured damages and economic losses. Those figures present a huge, looming problem for homeowners, who face losing their ability to insure their homes as the risk level rises, and for local and central government, which have been met with furious revolt by some communities when trying to shift them away from hazards.

The governments proposed changes, include updating the building code to make sure new builds account for climate hazards, ensuring the countrys public housing stock is built away from hazards, creating incentives for development away from high-risk areas and making it compulsory to disclose information about climate risks to prospective buyers and builders. Some of those measures are likely to cause unease for homeowners, who are worried that climate risk assessments could tank the value of their homes.

Shaw was clear that the government would not be picking up the bill for all such changes. Central government does not bear all the costs, he said. The consultation asks how best to share risks and costs between property and asset owners, insurers, banks and local government as well.

The draft National Adaptation Plan outlines the actions the government will take over the next six years to respond to climate-related risks. It also includes proposals for protecting important cultural sites, such as coastal marae [mori meeting houses], and to adapt government-funded infrastructure to take climatic heating into account. It also covers proposed reforms of the tourism sector to ensure international visitors contribute to resilient, adaptable infrastructure and the natural environment they use possibly through an arrival fee or other taxes on tourists.

Prof Bronwyn Hayward, of University of Canterbury, said via the Science Media Centre that the plan shows the enormity of the task facing the government after years of inaction.

We now need to implement climate planning guidelines across a raft of new legislation, and we need to think carefully about how people are exposed to repeated flooding effects and Id add fires in the future. If homeowners, businesses, schools, ports or airports have to move away from a high-risk area for example, who pays?

Prof Anita Wreford, of Lincoln University, said that the plan was well overdue and an improvement from New Zealands current approach to hazards, which has been very reactive and focused on recovery after an event.

But she said the proposals were still very high level, and needed to provide much more guidance for decision-makers.

I suspect groups waiting in anticipation for this may have hoped for more concrete direction in implementing adaptation to achieve these goals.

The plan will be open for public consultation before the proposals are finalised by the government.

Aotearoa will soon have a plan to bring down our emissions and help prevent the worst effects of climate change, Shaw said, But we must also support communities already being hit by more extreme and more frequent weather events.

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New Zealand unveils plan to tackle climate crisis by adapting cities to survive rising seas - The Guardian

HOW I BECAME A PIRATE to Be Performed at The Perry Pavilion – Broadway World

Captain Braid Beard and his motley crew need some help as they search for the perfect spot to bury their treasure. Based on the book by Melinda Long, How I Became a Pirate kicks off Hurrah Players' Summer Season with a swashbuckling slapstick for the whole family.

Sail off on a fantastic musical excursion when a band of comical pirates lands at North Beach looking for an expert digger to join their crew. Braid Beard and his mates enlist young Jeremy Jacob as they look for the perfect spot to bury their treasure. Jeremy finds that adventuring can be lots of fun, but also learns that love and home are treasures you can't find on any map! The whole family will love this delightful and swashbuckling musical adventure.

Director Hugh Copeland will be working with an extremely talented cast for this production, all students from the Hurrah Players Academy, a program he founded.

"This show is fun and innovative!" proclaims Copeland. "Imagination mixed with music and dance, creates a lasting sea-fun journey for families."

Copeland recently directed Hurrah Players' mainstage production of Disney's The Little Mermaid at the Sandler Center for the Performing Arts. There is no doubt that this production, although performed at the outdoor Perry Pavilion venue, will be just as spectacular.

How I Became a Pirate is produced in part through the support of Arts Alliance, Dalis Foundation, National Endowment for the Arts, Norfolk Arts, Perry Foundation, Virginia Commission for the Arts, and Hurrah Players' donor families. More than 1,000 families will have a chance to set sail on this high seas adventure during two matinee performances.

For more information visit http://www.hurrahplayers.com.

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HOW I BECAME A PIRATE to Be Performed at The Perry Pavilion - Broadway World

Disney On Ice presents INTO THE MAGIC | News – AussieTheatre.com

Its the news families and Disney fans across the country have been wishing on a star for the return of the much-loved Disney On Ice to Australia in 2022, in a six-city tour including Adelaide, Wollongong, Brisbane, Melbourne, Newcastle and Sydney, and all the big names will be there!

After three years, this much-loved family favourite ice spectacular returns with Disney On Ice presents Into The Magic, opening in Adelaide on June 10. Tickets are on sale April 27 at 9am.

Disney On Ice presents Into The Magic sees hosts Mickey Mouse and Minnie Mouse take audiences on an expedition across raging seas, snow covered mountains and the marigold bridge. This action-packed extravaganza, produced by Feld Entertainment, Inc., features Disneys Moana, Frozen, Coco and Beauty and the Beast with other beloved Disney characters.

Families and fans will go on a high-sea adventure as Moana sets sail on a life-changing quest to save her island, with help from the demigod Maui. With the ice floor transformed into the vast oceanic scape, Disney On Ice allows Moanas strength and determination to take centre stage, and lets audiences connect to their favorite way finder and discover ones true identity is never out of reach.

Then, its a journey across the Marigold Bridge with Miguel from Disney. Pixars Coco into the magnificent and mystical Land of the Dead, discovering a vibrantly colorful performance with skeletons in a cultural celebration of family.

Beautiful production numbers invite audiences into the world of Beauty and the Beast, as Belle shows what it means to be fearless. Along with her new friends in the enchanted castle, Belle is encouraged to step outside the ordinary and find joy in the bleakest situation. As she looks beyond the harsh exterior of the Beast to reach his gentle heart, fans learn there are teachable moments in everyday life.

Through the athleticism and grace of Anna and Elsa, Rapunzel and Flynn, and Cinderella, brave heroes from Frozen, Tangled and Cinderella ignite passions to believe. Audiences will witness each characters unique qualities and talents, inspiring children around the world to discover their inner hero.

Its the ice spectacular we all need and its touring Australia in 2022!

For more information clickHERE

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Disney On Ice presents INTO THE MAGIC | News - AussieTheatre.com

The present and future of the Philippines-India partnership – The Manila Times

BLESSED with a pivotal geography and a robust economy with an impressive growth target of 6.5 percent this year, the Philippines is unmistakably a key player in both regional and international affairs amid the constant shifts taking place in the geopolitical landscape. Moreover, as the Indo-Pacific construct continues to gain momentum, the Philippines is seen not only as a vital player among countries in Southeast Asia or the Pacific, but also an increasingly important partner among countries in the Indian Ocean region. As a result, the rise of the Indo-Pacific and President Rodrigo Duterte's approach toward an independent foreign policy have provided great opportunities for Manila to strengthen its partnerships with countries beyond its traditional neighborhood.

One of the most important foreign policy developments throughout the Duterte administration has been the reinvigoration of the Philippines-India partnership in economics and defense. While bilateral relations have been on an upward trajectory since the 1990s, the partnership received a much-needed boost since 2016. This is the result of the convergence between Indian Prime Minister Narendra Modi's Act East policy and President Duterte's strategy to diversify the Philippines' strategic engagements amid the intensifying power competition between the United States and China.

A major Indo-Pacific power and the world's largest democracy, India is currently the sixth largest economy with a vast market and an incredibly formidable military. Moreover, it has been widely accepted among other Southeast Asian countries as a capacity builder and a security provider that adheres to democratic and transparent principles for inter-state engagement. Furthermore, India also continues to enhance its capacity to manufacture quality defense equipment given its target to export aerospace and defense goods and services worth $5 billion by 2025. More importantly, India does not have any narrowly defined interests in Southeast Asia other than presenting itself as a responsible development and security partner amid the tumultuous geopolitical dynamics of the region.

Throughout the Duterte administration, there have been several noteworthy engagements between the two countries. Prime Minister Modi, President Ram Nath Kovind and External Affairs Minister Subrahmanyam Jaishankar visited Manila in 2017, 2019 and 2022, respectively, while President Duterte was invited as a chief guest for India's prestigious Republic Day celebration in 2018. In addition, Foreign Affairs Secretary Teodoro Locsin Jr.'s India visit on April 23 this year has added further momentum. From strongly supporting the Philippines' position in the South China Sea to providing counterterrorism assistance and vital support throughout the Covid-19 pandemic, India has shown its commitment to further strengthen bilateral relations with the Philippines.

One of the most important developments in the bilateral partnership was the successful BrahMos deal to bolster the Philippines' defense capacity. This also serves as a major stepping-stone to cement defense cooperation in the future. In fact, there are ongoing discussions of acquiring more defense systems and equipment from India. The Philippines-India partnership is based on shared values and motivations to contribute to each other's development and security. The Duterte administration has provided a great opportunity for both countries to strengthen their relations significantly. However, as the 2022 presidential election is only a few days away, it is worth pondering on the future of the Philippines-India partnership.

Looking into the recent election surveys, it is seen that former senator Ferdinand "Bongbong" Marcos Jr. maintains a significant lead, while Vice President Maria Leonor "Leni" Robredo comes in second. As an overview, it can be agreed that the trajectory vis--vis Philippines-India strategic relations will remain positive and fruitful. Indian ambassador to the Philippines Mr. Shambhu S. Kumaran rightfully said, "I don't see any significant change in the Philippines' foreign policy orientation... with regard to India, post-elections. Interactions with the other political formations indicate that there is considerable and continued interest in building a relationship with India."

Given that Marcos Jr. maintains this lead until the election, it can be anticipated that his administration will support stronger ties with India. He has emphasized his willingness to enhance security dialogue with key countries as long as the Philippines' national interest is respected and the country's alliance with the US is underscored. This converges greatly with the importance India puts on the concept of strategic autonomy.

India recognizes that cooperation must be a product of mutual concerns and goals without sidelining any party's national interest. Moreover, India is also a major defense partner of the US and engages significantly with many of the Philippines' development partners such as Japan, Australia and the United Kingdom.

Moreover, it is important to note that the Philippines and India share common interests and concerns toward the stability of the region, particularly in the maritime domain, which contains vital sea lines of communication (SLOC) and a plethora of traditional and non-traditional security challenges. Therefore, expanding the strategic partnership by strengthening the role of maritime security should be a priority of the next administration. While the Indian Navy and Indian Coast Guard ships often formally visit the Philippines and vice versa, the absence of any annual or bi-annual joint naval exercises between the two countries must be addressed. Cementing maritime cooperation by conducting bilateral or multilateral naval exercises on the high seas will inevitably strengthen the strategic partnership of both countries and open new opportunities for more areas of collaboration.

Don McLain Gill is a resident fellow at the Manila-based International Development and Security Cooperation (IDSC). He is a geopolitical analyst and author of over 100 publications on India-Southeast Asian relations, Philippine foreign policy, and Indian foreign policy.

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The present and future of the Philippines-India partnership - The Manila Times

Joliet native serves aboard USS Hershel "Woody" Williams – 1340 WJOL – 1340 WJOL

U.S. Navy photo by Mass Communication Specialist 1st Class Fred Gray IV/Released

With more than 90 percent of all trade traveling by sea, and 95 percent of the worlds international phone and internet traffic carried through fiber optic cables lying on the ocean floor, Navy officials continue to emphasize that the prosperity and security of the United States is directly linked to a strong and ready Navy. Joliet native part of that team on the high seas.

Boatswains Mate Seaman Samuel Martyka, front, from Joliet, Illinois, Seaman Daniel Oforiboateng, middle, from Accra, Ghana, and Aviation Boatswains Mate (Handling) Airman John Stitt, from Benton, Arkansas, heave around line aboard the Expeditionary Sea Base USS Hershel Woody Williams (ESB 4), while mooring at Naval Station Rota, Spain, April 18, 2022. Hershel Woody Williams is on a scheduled deployment in the U.S. Sixth Fleet area of operations in support of U.S. national interests and security in Europe and Africa.

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Joliet native serves aboard USS Hershel "Woody" Williams - 1340 WJOL - 1340 WJOL

Rescued sailor joins RNLI Mayday call as figures reveal busy year for Manx crews – rnli.org

The latest figures released today by the RNLI have revealed the number of lives saved by RNLI crews from Peel to Douglas has increased from none in 2020 to three in 2021. The Isle of Mans volunteer lifeboat crews launched 48 times in 2021, up from 25 in 2020, an increase of 92%.

In addition, the number of people aided by RNLI crews on the island rose from 16 in 2020 to 32 in 2021 a rise of 100 per cent. With demand for its lifesaving services at a high and the continued popularity of staycations, the charity is putting out its own Mayday call.

The RNLI is urging the public to take part in the Mayday Mile, to raise essential funds to provide vital training and equipment to keep their lifesavers safe, while they risk their lives to save others.

The RNLIs volunteer crews on the Isle of Mans spent 384 hours at sea during 2021, up 133 per cent from 2020 when they spent 165 hours at sea. In 2021, crews also rescued one dog, the only animal casualty rescued during the year, up from none in 2020.

Some of those hours at sea were the result of the extensive additional training Peel RNLIs crew undertook as they prepared to put their new Shannon all-weather lifeboat into service late last year. The new boat,Frank and Brenda Winter, is the first Shannon to be based in the Isle of Man. These important training hours are just one of the way that the essential funds raised this Mayday will be put to use in keeping the public and RNLI crews safe.

One member of the Peel crew will also be putting her best foot forward and taking part in the Mayday Mile herself. Chloe Spooner, who is also the stations Training Coordinator, aims to cover an incredible 150 miles during May.

Chloe said: Im a very keen walker, so the Mayday Mile is the perfect opportunity to get outside and raise money for the RNLI at the same time. With the new Shannon arriving at the station it really underlined how important it is to be able to continually train and develop as a crew, backed by our amazing supporters.

It was also an exceptionally busy year for Port St Mary, the busiest of the five lifeboat stations on the island, with its crew launching 18 times, aiding 13 people and saving three lives. One of those rescued was yacht skipper Billy Ferguson, who along with his two crew mates was rescued by Port St Mary RNLI in November when their yacht suffered a fouled rudder and propeller in high winds and rough seas.

Billy, who was himself RNLI crew at Troon in Scotland for over four years, said: We were so pleased to see the crew of Port St Mary approaching it was a very serious situation. I am an experienced sailor and former RNLI crew member, but the sea is unpredictable and unexpected issues can still catch you out. Id urge anyone who can to support the Mayday Mile fundraiser, to make sure crews like the one that came to our aid can carry on saving lives at sea.

Anyone wishing to show their support for this years Mayday fundraiser can join the Port Erin RNLI crew for theirMayday Mile Fun Run on Sunday 1 May. Dressing in yellow is a must for the first of what the crew hopes will become an annual event.

The Mayday Mile will be running from Saturday 1 May to Tuesday 31 May. Sign up and find out more atRNLI.org/SupportMayday today.

Notes to Editors

Supporters can donate to Peel crew member Chloes Mayday Mile here:https://rnli.enthuse.com/pf/chloe-spooner

Supporters can join the Port Erin Mayday Mile Fun Run here: https://www.eventbrite.co.uk/e/port-erin-rnli-mayday-fun-run-registration-309431737657?fbclid=IwAR1rTgCxhkFkCTzOASKw9PyORD-uwspo2rF-NsfEtgf3N1E40FhIl8wsoHg

RNLI media contacts

For more information, please contact Danielle Rush, RNLI Media Relations Manager in Wales and the North West on 07886 668829. Alternatively, please call the RNLI Press Office on 01202 336 789 or email[emailprotected].

Key facts about the RNLI

The RNLI charity saves lives at sea. Its volunteers provide a 24-hour search and rescue service around the United Kingdom and Republic of Ireland coasts. The RNLI operates 238 lifeboat stations in the UK and Ireland and more than 240 lifeguard units on beaches around the UK and Channel Islands. The RNLI is independent of Coastguard and government and depends on voluntary donations and legacies to maintain its rescue service. Since the RNLI was founded in 1824, its lifeboat crews and lifeguards have saved over 142,700 lives.

Learn more about the RNLI

For more information please visit the RNLI website or Facebook, Twitter and YouTube. News releases, videos and photos are available on the News Centre.

Contacting the RNLI - public enquiries

Members of the public may contact the RNLI on 0300 300 9990 (UK) or 1800 991802(Ireland) or by email.

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Rescued sailor joins RNLI Mayday call as figures reveal busy year for Manx crews - rnli.org

Does the Sinking of the Moskva Matter and Why? – Russia Matters

The sinking of the Russian Black Sea Fleets flagship this month has been hailed as a poetic victory for Ukrainian forces deeply in need of a morale boost, but commentators diverge on whether the loss has practical implications that could alter the course of the war. Some, such as Ukraines Arkady Babchenko, claim that the sinking of the Moskva leaves warships of the Russian Black Sea Fleet, which are involved in the blockade of Ukraine, without most of their air defense and makes a renewed assault on the city of Odesa problematic. Others, such as Russias Alexander Khramchikhin (perhaps predictably) downplay the military significance of the loss, arguing that it will have no effect on the course of war. Below, find these and other informed views on whether the sinking of the Moskva matters and why.

It appears that the sinking of the Moskva has caused Russian warships to push themselves further offshore in order to avoid missile attacks. This transitions what had been a relatively close blockade to a far blockade and potentially opens up the seas for Ukrainian small craft to begin operating ... Questions remain about Russian magazines of the missiles, and their ability to reload them. The loss of the Moskva, armed entirely with anti-ship and anti-air missiles, is far less significant ... than the Turkish closing of the Bosporus to warships, which keeps the Russians from reinforcing their fleet. (War on the Rocks, 04.21.22)

Displacement of the Moskva is eleven and a half thousand tons. Thats enough metal to build 250 tanks. The initial price is 2 billion dollars If one were to calculate what the sinking of the Moskva would equal in terms of loss of land-based assets, then these losses would amount to the simultaneous destruction of personnel of a battalion tactical group, three S-300 batteries, one Iskander battery, a platoon of a self-propelled artillery guns, an air defense platoon, two APC platoons, one MLRS, one helicopter, one Krasukha-4 electronic warfare station, an airfield support radar station and ... a group of armies HQ. It would be a catastrophic defeat ... The fields would be littered with corpses and torn iron. But even that is not the main damage: the Moskva provided protection for the transfer of troops to Berdyansk [a key resupply port] and provided most of the air defense for the Black Sea Fleet. It provided air defense for ships involved in the blockade of Ukraine. It was supposed to provide air defense for the assault on Odesa and to command that assault, which Putin has announced to be the second part of the special operation. And it has been commanding sea operations. None of this will happen now. With one shot, Ukraine has changed the balance of power in the entire region. (Facebook post, 04.15.22)

Whatever the cause of the sinking, it is hard to see this as anything short of a pretty catastrophic incident for Russia. Naval vessels are designed to survive attack as much as possible. The sinking of the Black Sea fleets flagship is certainly a coup for Ukrainian morale and a symbolic blow to Russia. However it is worth recalling that Ukraine scuttled its own flagship in port earlier in the conflict, and that British naval forces continued to operate effectively in the Falklands despite the loss of ships. And while significant, the sinking probably does not alter the Russian navys continuing and largely uncontested ability to blockade Ukraines coastline. The big question, however, is whether it could affect any future Russian move to land amphibious forces, perhaps as part of an assault on Odesa. (The Guardian, 04.15.22)

[Black] said that the damage to the Moskva is more significant because of previous Russian naval losses, No matter what caused the damage to the Moskva, Black said, it will likely be seen as poetic justice by Ukrainians and their supporters. (The Washington Post, 04.14.22)

The loss of the Moskvaregardless if from a Ukrainian strike or an accidentis a major propaganda victory for Ukraine ... The loss of the Moskva will degrade Russian air defenses in the Black Sea but is unlikely to deal a decisive blow to Russian operations on the whole. The Moskva is unlikely to have supported Russian strikes on Ukrainian land targets and primarily provided air defense coverage to Russia's Black Sea Fleet. Ukraine's possibly demonstrated ability to target Russian warships in the Black Sea may change Russian operating patterns, forcing them to either deploy additional air and point-defense assets to the Black Sea battlegroup or withdraw vessels from positions near the Ukrainian coast. (IOW backgrounder, 04.14.22)

A ship of this class can serve for a very long time. America, which has the most serious navy in the world, has ships that serve for 40 or 50 years. And if you maintain them from time to time, and carry out repairs, modernize them, install new electronic systems, they can serve for a very long time. ... [In this regard,] the cruiser Moskva is indeed not the most successful project. There is another ship of this type that can carry heavy missilesthe cruiser Peter the Great, but it stands alone, first of all. Second, ships like these are insanely expensive. And third, to build a cruiser like this in Russia is simply not possible, because the only shipyard that was able to build both Peter the Great and the Moskva is in Mykolayiv [ed: Ukraine]. This means Russia would need to build new shipyards where ships of this class could be built. Is it possible that one of the factors underlying Russias decision to rush into this attack on Ukraine was to recover access to its shipbuilding complex in Mykolayiv? Who knows? (Meduzas What Happened?, 04.19.22)

This was a Soviet era cruiser ... that hadn't been modernized. It didn't have land attack cruise missiles, like the Kalibr. There had been some reporting that it was used to launch attacks on Ukrainian command centers and so forth. That's not the case ... it was serving kind of a coordinating function. ... This is a huge symbolic victory for Ukraine more so than a practical military use for this specific ship. [Though] there will be changes in how the Russian navy operates now that they know that they're in greater danger than they though. I do think that the navy will keep their ships further away from the shore. (War on the Rocks The Warcast, 04.15.22)

The ship is really very old. Actually, there have been plans to scrap it for five years now It has more status value than real combat value, and in general, had nothing to do with the current operation. It will have no effect on the course of hostilities. (Reuters, 04.14.22)

Major loss for the Russian navy. (Twitter, 04.13.22)

The sinking of the Moskva, the flagship of the Black Sea Fleet, is not just a significant loss, it is emblematic of the shambolic Russian military campaign. (The Guardian, 04.15.22)

"According to an unnamed Western official, One of its key roles was to provide the command and control function across those vessels operating in the Black Sea ... they ought to have sufficient capability to continue to provide air defense [to] their maritime forces. Does that mean her upgrades were not done properly? In that case, is this symbolic of all Russian military upgrades? Put simply, was it incompetence, i.e., an individual human error, or structural problems, i.e., organizational errors due to either corruption or a sign of something far more systemic, that led to Russia losing a capital ship? These questions have serious implications for future Anglo-American naval strategy. After all, in the age of contested multipolarity, most of the future battlefields are going to be, as ever, in the high seas. The fate of a tired old giant like Moskva, facing missiles from coastal defenses and sinking while trying to provide air-defense cover to her flotillawork beneath her station, far from what she was meant to dowould pale in comparison to the absolute carnage that awaits both Chinese and Western capital ships in the Indo-Pacific." (The National Interest, 04.19.22)

If they start losing their fleet during this war, before the war is even done, the impact on their long-term strategy will be tremendous. (The Hill, 04.16.22)

"The loss of the flagship of the Black Sea Fleet (BSF), Moskva, is a serious blow to the Russian navy. And a massive propaganda coup for the Ukrainians who could not have wished for a more symbolic target. Moskva was a dated platform. Its offensive capabilities, with P-1000 Vulkan missiles, were still formidable. And its S-300F still relevant. Yet it had received few upgrades to keep it up to date. Its situational awareness and defensive capabilities were likely dated. This highlights the challenges which have been facing the Russian navy for the past 30 years. There is a mismatch between Russias financial situation and its naval assets. This has led to increased reliance on legacy platforms. ... It is hard to predict where the naval aspect of the war will go from here. Russia still has a numerical and technological advantage in the Northern Black Sea, but Ukraine appears to have a means to fight back. Russia still has control of merchant shipping, but she may have lost full command of the sea." (Naval News, 04.15.22)

[Said that] the Moskva sinking showed a failure of imagination that such an attack could come from the Ukrainian shore, a failure of the ship's self-defense systems, a failure of damage control after the hits andif many of its crew died, as is widely thoughtpossibly a failure in basic procedures to save lives. "It doesn't teach us a single thing about surface ships," the analyst said. (Nikkei, 04.20.22)

Until the Moskva becomes the Cheonan, nothing will change for us. (Voeyenno-Promyshlenny Kuryer, 01.14.19)

Photo by mil.ru shared under a Creative Commons license.

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Does the Sinking of the Moskva Matter and Why? - Russia Matters

International waters – Wikipedia

Water outside of national jurisdiction

The terms international waters or trans-boundary waters apply where any of the following types of bodies of water (or their drainage basins) transcend international boundaries: oceans, large marine ecosystems, enclosed or semi-enclosed regional seas and estuaries, rivers, lakes, groundwater systems (aquifers), and wetlands.[1]

"International waters" is not a defined term in international law. It is an informal term, which most often refers to waters beyond the "territorial sea" of any country.[2] In other words, "international waters" is often used as an informal synonym for the more formal term high seas or, in Latin, mare liberum (meaning free sea).

International waters (high seas) do not belong to any state's jurisdiction, known under the doctrine of 'mare liberum'. States have the right to fishing, navigation, overflight, laying cables and pipelines, as well as scientific research.

The Convention on the High Seas, signed in 1958, which has 63 signatories, defined "high seas" to mean "all parts of the sea that are not included in the territorial sea or in the internal waters of a State" and where "no State may validly purport tosubject any part of them to its sovereignty."[3] The Convention on the High Seas was used as a foundation for the United Nations Convention on the Law of the Sea (UNCLOS), signed in 1982, which recognized exclusive economic zones extending 200 nautical miles (230mi; 370km) from the baseline, where coastal states have sovereign rights to the water column and sea floor as well as the natural resources found there.[4]

The high seas make up 50% of the surface area of the planet and cover over two-thirds of the ocean.[5]

Ships sailing the high seas are generally under the jurisdiction of the flag state (if there is one);[6] however when a ship is involved in certain criminal acts, such as piracy,[7] any nation can exercise jurisdiction under the doctrine of universal jurisdiction. International waters can be contrasted with internal waters, territorial waters and exclusive economic zones.

UNCLOS also contains, in its part XII, special provisions for the protection of the marine environment, which, in certain cases, allow port States to exercise extraterritorial jurisdiction over foreign ships on the high seas if they violate international environmental rules (adopted by the IMO), such as the MARPOL Convention.[8]

Several international treaties have established freedom of navigation on semi-enclosed seas.

Other international treaties have opened up rivers, which are not traditionally international waterways.

Current unresolved disputes over whether particular waters are "International waters" include:

In addition to formal disputes, the government of Somalia exercises little control de facto over Somali territorial waters. Consequently, much piracy, illegal dumping of waste and fishing without permit has occurred.

restrictions on national jurisdiction and sovereignty

At least ten conventions are included within the Regional Seas Program of UNEP,[19] including:

Addressing regional freshwater issues is the 1992 Helsinki Convention on the Protection and Use of Transboundary Watercourses and International Lakes (UNECE/Helsinki Water Convention)[23]

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International waters - Wikipedia

– High Seas Alliance

The final round of negotiations on the UN Treaty for Marine Biodiversity Beyond National Jurisdiction (BBNJ)is taking place in New York, March 7-18.

Since its founding in 2011, the High Seas Alliance (HSA) with its 40+ non-governmental members and the International Union for Conservation of Nature has been working towards protecting the 50% of the planet that is the high seas. As the region of the global ocean that is beyond national jurisdiction, the high seas includes some of the most biologically important, least protected, and most critically threatened ecosystems in the world.

HSA members work together to inspire, inform and engage the public, decision-makers and experts to support and strengthen high seas governance and conservation, as well as cooperating towards the establishment of high seas protected areas.

Our current priority is to ensure that an intergovernmental conference taking place at the United Nations from 2018-2021 for the development of a new legally binding treaty under the United Nations Convention on the Law of the Sea results in robust protection for marine biological diversity in areas beyond national jurisdiction. The next two years are a particularly critical time as States from around the world negotiate the content of the treaty.

Currently, there are no legally binding mechanisms for establishing marine protected areas outside States territorial seas, or for undertaking environmental impact assessments. Yet increasing impacts from overfishing, climate change, deep-seabed mining and shipping continue to negatively affect biodiversity on the high seas.

HSA is working to ensure that treaty negotiations result in robust and effective conservation measures that address gaps in current ocean governance.

We are now in the conclusive stages of the negotiations, with the fourth and final intergovernmental conference (IGC4) scheduled for August 2021. The need for a strong final push and elevated political will from States is required now more than ever if we are to adopt a new high seas treaty at IGC4 and ensure the protections the high seas so desperately deserves. The treaty is a once in a generation opportunity to shift the status quo of high seas governance and management and protect nearly half the planet.

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- High Seas Alliance

Weather forecast: Showers and rough seas – Dominican Today

Onamet (file photo).

Santo Domingo.- The National Meteorological Office (Onamet), reported Wednesday that moderate downpours with thunderstorms and possible wind gusts will continue, especially in the afternoon until the early evening hours, while seas will remain rough.

Forecasters predicted that these rains will be more prevalent in the northwest, north, northeast, and southeast (especially in Greater Santo Domingo), the Central Cordillera, and the border area. This is due to a frontal system to the northeast of the country and a constant movement of clouds over the territory caused by prevailing winds from the east/northeast.

The meteorological service is forecasting high wave activity at sea and advises fragile and small boats to sail close to the coastline without venturing out to sea.

Meanwhile, for tomorrow, Thursday, conditions will be favorable for persistent downpours, thunderstorms, and occasional wind gusts, mainly in the afternoon until the early evening towards the northwest, northeast, southeast, Cibao Valley, Central Cordillera, and the border area, as a result of moisture and instability left by the frontal system and a trough that is approaching the country.

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Weather forecast: Showers and rough seas - Dominican Today

Naval Service on the offensive to enlist more personnel – Irish Examiner

As it welcomed its latest batch of recruits who have qualified to serve in its ranks, the Naval Service has insisted it has jobs for everybody as it tries to get more young people onboard.

The force has about 200 vacancies across multiple roles at present and wants to emphasise it is a career that offers quality on-the-job training in a myriad of fields.

Lieutenant Commander Michael Brunicardi, the Naval Services press officer, readily admits that the force is suffering from personnel shortages and now has a full-time team visiting schools, colleges and shopping centres in an effort to recruit more people.

The recruiters will be in the Marina Market in Cork City on Easter Saturday trying to promote a career on the high seas.

It was a love of the sea that attracted Adam Mahony, 25, from Midleton, Co Cork, to join up. His family watched on proudly as he and 12 other recruits took part in their passing out parade at Naval Service headquarters at Haulbowline Island, in Cork harbour.

I always loved the sea. I grew up on fishing boats and I did coastal rowing with the East Ferry club. Mr Mahony said.

He said initially he was nervous joining up, but the camaraderie amongst his fellow recruits was a major plus and we gelled as a class".

He previously worked as a mechanic and wants to become an engine room fitter, which will be good news for his employers as they're short of such technicians.

Patrick Gilbert, 26, from Lixnaw, Co Kerry, is also considering the same type of job.

Prior to joining up he worked as a machine driver in different parts of Ireland as well as in Scotland and London.

I was earning decent money doing that. But I felt it really wasnt for me. I always wanted to join the navy since I was young. There are endless opportunities. You wouldnt have on-the-job training like this anywhere else, Mr Gilbert said said.

The 13 recruits, aged 18-27 (the upper age limit) hail from Cork, Waterford, Meath, Dublin, Kerry, Kildare, Antrim and Tyrone.

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Naval Service on the offensive to enlist more personnel - Irish Examiner

Meet the Iron Duke-Class: The Most Powerful Battleship of World War I? – 19FortyFive

There were many powerful battleships during the 2oth century. Where does the Iron Duke rank?HMSIron Dukewas the second battleship named after the Duke of Wellington. The first, scrapped in 1906, had the distinction of ramming and sinking HMSVanguard, anotherRoyal Navy battleship. The secondIron Dukewas the name ship of the last class of dreadnoughts to enter Royal Navy service prior to the beginning of World War I.

It and its sisters were considered super-dreadnoughts, an ill-defined term that distinguishes the second generation of dreadnought battleships from the first. Generally speaking, super-dreadnoughtsavoided wing turrets, carrying guns in the centerline with super-firing turrets. Most super-dreadnoughts carried weapons heavier than twelve inches (although this varied from country to country), and had more advanced armor schemes. However, no one has successfully established a clear definition for the distinction.

Laid down in 1912,Iron Dukewas commissioned in March 1914. It displaced twenty-five thousand tons, and carried ten 13.5-inch guns in five twin turrets. Its secondary armament, deployed in singlecasemates, consisted of twelve six-inch guns. Like mostRoyal Navy battleshipsof the era, it could make twenty-one knots.Iron Dukewas a well-designed ship, capable of outgunning its German (if not its American) counterparts, and serving as the basis for the even more heavily armed Chilean battleshipAlmiranteLatorre. The Iron Dukes were the third four-ship class of super-dreadnought (following the Orions and the King George Vs), and represented a staggering acceleration of peacetime naval construction on the part of the United Kingdom. The Royal Navy, mindful of its competition with Germany, would commission twenty-two super-dreadnoughts between 1912 and 1917, plus another half-dozenbattlecruisers. OnlyU.S. aircraft-carrier construction in World War IIcan compare with this level of productivity.

HMSIron Dukebecame flagship of the Grand Fleet upon its creation in August 1914.Iron Dukecarried the flag of Adm. John Jellicoe, who had been promoted by Winston Churchill to command at the beginning of the war. Jellicoes job was to not lose the war, and the way to do that was to avoid being destroyed by the German High Seas Fleet. Given that the German fleet was smaller than the Grand Fleet and was limited geographically, this was an achievable task. Jellicoe understood that numerical superiority was key to victory in modern naval engagements, and steadfastly refused to allow the Royal Navy to meet the High Seas Fleet in detail. Consequently, the Grand Fleet spent most of its time conducting gunnery and seamanship drills, punctuated by the occasional sortie to try to catch the High Seas Fleet in the open.

The only genuinely productive sortie of this sort came in late May 1916, whenIron Dukeserved as Jellicoes flagship at the Battle of Jutland. At the head of the British line, it inflicted serious damage on the German battleship SMSKonig, as well as several smaller ships. The German prey escaped in the night, however, andIron Dukereturned to Scapa Flow as the Navy became mired in controversy. The failure to destroy the High Seas Fleet, despite obvious British advantages, took a severe toll on public and elite impressions of Admiral Jellicoe. Jellicoe was eventually promoted out of the command of the Grand Fleet, and replaced by David Beatty. The crew ofIron Dukedidnt care for the new admiral, so Beatty moved his flag toQueen Elizabeth. The rest ofIron Dukes World War I career was uneventful.

The Washington Naval Treaty culled the worlds battleship fleets, butIron Dukesurvived the first cut of 1922. It served extensively in the Black Sea and in the Mediterranean, helping to manage the fallout of the Russian Civil War and the Greco-Turkish War. The Royal Navy investigated a modernization scheme in the late 1920s, but expected the pending London Naval Treaty of 1930 to further reduce the number of allowable battleships. Instead of a modernization,Iron Dukewas demilitarized, losing most of its armor and much of its armament. It served as a gunnery training ship for the rest of the 1930s, and was an accommodation ship at the beginning of World War II. In October 1939, long-range German bombers struck Scapa Flow, and damaged it badly enough to force a grounding. A March 1940 raid inflicted additional damage, andIron Dukewould remain in place for the balance of the war. In 1948Iron Dukewas sent to the breakers.

HMSIron Dukeand its sisters perfectly captured the super dreadnought concept; their large guns, tripod masts and balanced appearance made them look both stout and deadly.Iron Dukeseemed singularly well named for its role as flagship of the Grand Fleet, although it is odd that the greatest collection of Royal Navy capital ships was led by a ship that took the name of a British Army commander. Its type was of so little use by World War II that the Royal Navy made no effort to restore it to frontline service, as it would have suffered badly under the guns of modern German, Japanese and Italian warships.

Robert Farleyis a Senior Lecturer at the Patterson School at the University of Kentucky.

Editors Note: The original picture was removed and replaced as it was mislabeled at the source.

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Meet the Iron Duke-Class: The Most Powerful Battleship of World War I? - 19FortyFive

Groove Cruise, The World’s Largest Floating Dance Music Festival, Announces Its Upcoming Excursion Aboard Newly Remodeled and Award-Winning Ship – PR…

MIAMI (PRWEB) April 13, 2022

After a tumultuous couple of years of rough waters, Whet Travel is back for an incredible 19th season and 35th sailing of Groove Cruise as the worlds original and largest floating electronic music festival shines as a beacon of hope that things are getting back to normal. Between January 19th and 23rd, 2023, the award-winning luxury cruise ship, Celebrity Summit, will welcome aboard party captains as it sets sail for the trip of a lifetime, from Miami to Labadee.

After pivoting to successful virtual cruises during the pandemic, Groove Cruise returned to the high seas in supremely safe fashion this past January at the height of Omicron. Last time out, there was not a single onboard case of Covid, thanks to our rigorous safety measures. The cruises theme will be hope, as a way of noting that, finally, the pandemic is sailing away, and we are back to enjoying the freedoms we love.

Once onboard, captains will be treated to 96-hours of non-stop electronic music from over 50 of the world's best electronic music artists on 9 stages hosted by the most cutting edge brands, record labels, and industry leaders, all with immersive and mind-blowing production.

Celebrity Summit is an award-winning luxury cruise ship that has recently been revolutionized completely to become one of the first cruise ships powered by environmentally-friendly gas turbines. Featuring high seas luxury, around-the-clock entertainment, and world-class dining in a safe environment, the ship is now one of the most technologically advanced globally after the fleet has had more than $500-million in luxurious upgrades, including:

Extravagantly transformed Suites, Restaurants, Bars, Boutiques, and Casino Travel Weeklys Magellan Gold Awards for The Spa by Canyon Ranch and Penthouse Suite Design All-New Craft Social Featuring over 40 Craft Beers and Creative Cocktails The Retreat Sundeck & Lounge envisioned by world-renowned designer Kelly Hoppen, MBE, plus exclusive Luminae Restaurant with Signature Dishes from Michelin-Starred Chef, Daniel Boulud

Whether you like to indulge in food, sport, relaxation, games, or education, there are endless cruise activities. From health & wellness to contemporary art collections, hot glass classes to casino games and slots, croquet or bocce at the Lawn Club, pool volleyball, theatre shows, and so much more.

As always, there will be eight costume parties that have become a favorite feature of the floating festival, along with a wealth of exclusive artist and fan activities that get you up close and personal with the stars.

Touching down at the Labadee private paradise party in Haiti, Captains will gravitate towards awe-inspiring activities like:

The Dragons Breath Flight Line: the worlds longest zip line over water at 500 feet up The Dragons Tail Roller Coaster: coast down Labadees mountainside at 30 mph Private Cabanas: unwind on one of the Caribbeans sparkling beaches Boat and Island Tours Parasailing Jet skis and Kayaks The Dragons Cafe: a local eatery featuring Labadees signature drink, the Labodoozie

Tickets for Groove Cruise Miami 2023 go on sale April 13 at 12pm EST and will sell out, so navigate over to GrooveCruise.com and book this bucket list adventure now.

About Whet TravelFor the past 18 years, Whet Travel has curated and produced more half-and full-ship music cruises than any other independent company. Partnering with some of the cruise industrys most recognized and trusted brands, the revolutionary company has executed more than 50 wildly successful events including Groove Cruise, Shiprocked, Motorboat, Zen Cruise, Salsa Cruise, Aventura Dance Cruise, and Groove Island, among others. Innovators since their launch in 2004, Whet Travel was named Inc. Magazines No. 4 fastest-growing travel company in the country, has won the prestigious Charter Partner of the Year award from Carnival and Norwegian Cruise Lines, and has been featured in USA Today, Billboard, Travel Channel, NBC, Forbes, and more.

About Groove CruiseKnown as the world's first and largest floating dance music festival, Groove Cruise is the only music cruise to sail from both East and West coasts. It is a non-stop experience comprising four straight days of beach, pool and theme parties, numerous delectable restaurants, 24/7 electronic dance music, art installations, and exotic destination experiences. In addition to the standard cruise amenities, there are also artist activities, Whet Oasis Zen Experience, world-class production, and various onboard events that rival the best dance music festivals in the world. Groove Cruise is produced by Whet Travel.

About Whet FoundationThe Whet Foundation is a Florida based 501c3 organization that offers grass roots disaster relief for those experiencing hardships and creates exciting experiences for underprivileged children in South Florida, the Caribbean and Mexico. Through our Community Captains and Destination Donation programs, we strive to excite the lives of those less fortunate in a fun and engaging way while positively affecting an entire generation. In 2020, the Whet Foundation launched its COVID-19 Relief Fund through the Groove Cruise Virtual Sail Aways live streams on twitch and have since accumulated over 9 million minutes watched and 1 million live views; this massive support raised over $50,000 for those facing hardships due to COVID-19 and was able to send over 250 relief grants and donate hundreds of face shields to multiple hospitals in South Florida.

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Groove Cruise, The World's Largest Floating Dance Music Festival, Announces Its Upcoming Excursion Aboard Newly Remodeled and Award-Winning Ship - PR...

Costa Rica Directs its Efforts Towards Protecting the Ocean : – The Tico Times

Costa Rica began 2022 implementing ocean diplomacy in favor of the protection of marine resources in different areas. The country is determined to continue executing all the required actions to protect the different ecosystems and oceans are no exception.

By organizing the High Seas Dialogues, together with Belgium and Monaco, Costa Rica has maintained its leadership position on issues of conservation and sustainable use of marine resources in areas beyond national jurisdiction. Costa Rica has also joined the group of countries leading the initiative for an international treaty on marine plastic pollution.

For the rest of the year, will seek a resolution that achieves the creation of a committee to open a negotiation for a binding instrument. Costa Rica is developing national and regional action plans to achieve the reduction of marine waste, given the high quantity of plastics and microplastics that end up in the ocean.

As a member of the Council of the International Seabed Authority, the country has focused on promoting the inclusion of environmental safeguards that guarantee the effective protection of the marine environment in the Code on Exploration and Mining of the Seabed. It has also been demanding transparency in decision-making processes and promoting a fair and equitable financial mechanism and benefit-sharing scheme.

Also, during the COP 26 celebrated during October 2021, Costa Rica, Ecuador, Panama and Colombia announced the strengthening of the Eastern Tropical Pacific Marine Corridor (CMAR) and their intention for this area to become a Transboundary Biosphere Reserve under UNESCO. This enhances Costa Ricas commitment to a better and greener world.

The actions implemented are part of a Blue Smart Strategy endorsed by Costa Rica to promote the creation of synergies, particularly among Latin American and Caribbean countries and extra-regional partners, to guide environmentally positive actions. The nation hopes to encourage the expansion of protected areas between countries and create opportunities for dialogue, cooperation, investment and trade.

Along with France and the United Kingdom, the country has highlighted the importance of adopting the 30X30 target (to protect 30% of the planets surface). This was discussed in the Post 2020 Global Biodiversity Framework, noting the relevance of involving indigenous peoples and local communities in determining the areas to be protected.

The protection of 30% of the global marine area is in itself a nature-based solution, which will allow the recovery of ecosystems essential for biodiversity and the strengthening of the carbon absorption capacity of the oceans.

Finally, Costa Rica believes the negotiation of the Biodiversity Beyond National Jurisdictions (BBNJ) agreement is an essential tool in the fight against climate change and biodiversity loss; which is precisely why the country advocates for the incorporation of clauses that allow the creation, monitoring and reviewing of marine protected areas.

Moreover, the country believes in the inclusion of strong environmental safeguards for economic activities that may be developed in the high seas and in the addition of Environmental Impact Assessments for activities generated in the high seas.

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Costa Rica Directs its Efforts Towards Protecting the Ocean : - The Tico Times

MAIB: Crew’s Comfort With Rough Weather May Have Caused Container Loss – The Maritime Executive

Rough North Sea weather in the Orkney Islands (Oliver Dixon / CC BY SA 2.0)

PublishedApr 13, 2022 6:47 PM by The Maritime Executive

Container loss incidents have drawn increasing scrutiny from regulators because of the potential for pollution from containerized cargoes, particularly plastics. In a new report, the UK MAIB warned that crew complacency may have played a role in a container loss casualty off Scotland's Orkney Islands.

On October 31, 2020, the Dutch feederFrancisca was under way off Duncansby Head in the UK North Sea, bound for the Netherlands. A heavy storm was passing through the region, and Francisca encountered high waves.

While pitching into the swells, Francisca shipped water over the bulwarks, and containers on deck were hit by the seas. This caused a stack collapse, and 34 containers were lost over the side. All but one were empties, and only a small amount of cargo washed ashore. The ship and her crew were unharmed and were able to head for sheltered waters.

According to MAIB's initial assessment, Francisca lost some speed and heading control when she hit each wave, exposing the deck cargo to green seas. This was enough to overload the lashings and topple the boxes.

The agency suggested that the ship's crew may havebecome accustomed to the routine foul weather on the route between Iceland and the Netherlands, and they may not have appreciated the risk of the situation their ship was in. In addition, corrosion of the cargo lashing arrangements and the absence of a breakwater at the bow may have contributed to the loss, MAIB said.

"Everything is well established and we have worked completely according to the rules," said Erik van der Wiel, director of ship manager VMS, speaking to RTV Noord after the casualty. "A storm caused high waves. As a result, water probably washed over the deck and the containers were knocked overboard. Fortunately, the crew was unharmed and the ship itself was not badly damaged. It is a bad situation, with a good outcome for the time being."

Top image: Storm at Row Head, Orkney(Oliver Dixon / CC BY SA 2.0)

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MAIB: Crew's Comfort With Rough Weather May Have Caused Container Loss - The Maritime Executive

Sanctioned and Sailing Through Chinese Waters: The Case of the UN-Blacklisted Hoe Ryong – The Diplomat

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The U.N.-designated North Korean vessel Hoe Ryong left a stretch of Chinese coastline south of Shanghai and headed back to North Korean waters in late March. That was just one of several such journeys the sanctioned ship has made in recent years, with apparently little or no effort made to hide its voyages through Chinese territorial waters.

Although the vessels tracking Auto Identification System (AIS) broadcasts are occasionally patchy common practice among North Koreas fleet of smugglers the U.N., U.S., U.K., and EU sanctioned ship seems to be less concerned with hiding its location than many of its peers.

But the Hoe Ryong is careful in one regard: It does not visit or broadcast visits to Chinese ports. Seeing as the vessel is subject to a U.N.-mandated asset freeze, any such visit would place mandatory seizure requirements on Beijing. Being at sea just a short distance away seems to appease regulators and gives China enough wiggle room to justify its apparent lack of action.

A recently released report from the U.N. Panel of Experts (PoE) tasked with monitoring North Korean sanctions evasion notes that such North Korean ship journeys to Zhoushan, along the coast of Chinas Zhejiang province, are not rare. That said, the Hoe Ryongs U.N. blacklisted status does make the vessel stand out among most of its smuggling peers and could potentially place additional obligations on Beijing.

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The Hoe Ryongs recorded journeys since January 1 2020. Image: Pole Star Space Applications.

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Into the Breach

The North Korea-registered Hoe Ryong has made numerous journeys around the Korean Peninsula in recent years, apparently transporting materials between North Korean coastlines via stops in waters close to Shanghai.

The Zhoushan Port Area near Shanghai is a favored hot spot for sanctions busting ship-to-ship transfers, with numerous reports noting how North Korean vessels transit to the area to exchange designated cargos like coal and oil.

Yet while most North Korean vessels take measures to conceal their movements through Chinese waters, the Hoe Ryong seems less cautious, broadcasting its location relatively consistently as it sails around the network waterways made by several large islands in the area.

Since the start of 2020, the Hoe Ryong has stopped of in the Zhoushan area five times, despite North Koreas apparently strict COVID-19 measures, which impacted both sea- and land-borne trade.

During such visits, the sanctioned North Korean ship appears to loiter near one or more of the islands in the area for several days before setting sail once again for North Korean shores, behavior consistent with North Korean ships engaged in ship-to-ship transfers.

The Hoe Ryongs route near two islands off the coast of Shanghai in 2020. Image: Pole Star Space Applications.

The latest such voyage coming in late March differed slightly and showed the North Korean ship apparently arriving and departing somewhere near the Chinese mainland coastline, to the south of Shanghai.

The Hoe Ryongs route towards the Chinese mainland coastline in late March. Image: Pole Star Space Applications.

In their most recent report published on April 1, the PoE included photographs of another of the Hoe Ryongs journeys, which took place in 2021. The PoE noted that the sanctioned ship was riding low in water when it arrived in Ningbo-Zhoushan but was later observed riding high in water, indicating it had offloaded DPRK-origin coal during that period of time.

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Image: U.N. Panel of Experts.

In all visits to Chinese waters, the sanctioned ship appears to keep away from actually docking in any Chinese ports, or at least advertising any such visits. Such an action would impose interdiction requirements on Beijing. According to the U.N. Panel of Experts, when asked about the Hoe Ryongs visit, Beijing replied there is no record of port calls in China, highlighting that the Chinese government believes that its U.N. obligations terminate at its shoreline.

Asset Freeze

As Pyongyangs sanctions evasion machine has grown in scope and complexity, the wording of U.N. resolutions has become harder to parse. The U.N. Security Council (UNSC) attempted to remedy this in the last resolution passed in 2017 by clearly defining how member states should behave with regards to the maritime interdiction of cargo vessels.

According to 2017s Resolution 2397, U.N. member states must interdict any vessel in a port that is carrying out sanctioned activity or transporting sanctioned cargo and may do so for such activity within the member states territorial waters.

Within the lexicon of U.N. sanctions terminology, the word may does a lot of heavy lifting or no lifting at all depending on how its interpreted. It theoretically allows for member states that hold a tough stance on North Korea to investigate suspicious cargo passing through their waters, though it also allows for nations friendlier to Pyongyang to take no action and not technically breach the wording of the resolution.

Yet the story does not end there. The Hoe Ryong was listed as an asset of notorious North Korean arms dealer Ocean Maritime Management (OMM) in U.N. Resolution 2270, which clearly notes that the Hoe Ryong is subject to asset freeze.

The U.N.s resolutions contain additional provisions for designated entities, with 2006s Resolution 1718 mandating that member states freeze economic assets like designated vessels within their territories. Seeing as China lays claim to vast swathes of the ocean around its borders, it is not a stretch to suppose that waters immediately surrounding Chinese islands may be considered the countrys territory.

An additional provision in the subsequent Resolution 2397 also adds that if a Member State has information regarding the number, name, and registry of vessels encountered in its territory or on the high seas that are designated by the Security Council then the Member State shall notify the Committee of this information and what measures were taken to carry out an inspection, an asset freeze and impoundment or other appropriate action as authorized by the relevant provisions of resolutions.

The key phrase in the paragraph relates to the number, name, and registry of the vessel, a measure likely included in the resolution as North Korean vessels tend to shuffle their identities and associated identifiers in order to evade sanctions. But notably, with designated vessels, the U.N. resolution does not consider a member states jurisdiction ending in its ports, using the wider terms territory and high seas.

With the Hoe Ryong broadcasting its location within Chinese waters, along with its name, IMO number, MMSI number, North Korean registration, and callsign to open sources freely available to anyone with an internet connection, it seems that a case could be made that China does indeed have such information.

Beijing may have also recently worsened its case by passing a data security law that limits foreign companies from accessing AIS ship tracking data from terrestrial Chinese receiving stations. Although some services still appear to have some access to the data, others report a 90 percent drop off.

If this data contains information on U.N. designated vessels moving through Chinese territorial waters which it almost certainly does then Beijing would likely be violating the wording of Resolution 2397 by not reporting such information to the U.N. and what action it took concerning it.

While the Chinese government and the U.N. Security Council have no obligation to make their communications public, the U.N. Panel of Experts reports do provide a window into how China typically answers U.N. investigators when pressed about clear sanctions violations in its waters, with replies usually truculent or inconclusive. To date, there has been no published information on any Chinese interdictions of suspected North Korean smuggling activity within its waters.

The microcosm of North Korean sanctions enforcement seems especially relevant in recent months with numerous countries joining forces in sanctioning Russia over its invasion of Ukraine. How China chooses to interpret the wording of U.N. resolutions in order minimize its enforcement obligations should serve as a reminder of the potential limits of sanctions policy, highlighting that countries friendly to those designated are often able to find a way to circumvent them, if the political will is present to do so.

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Sanctioned and Sailing Through Chinese Waters: The Case of the UN-Blacklisted Hoe Ryong - The Diplomat

World Sailing Speed Record Looks To Be Obliterated By The SP80 Sailboat – Boss Hunting

When designers put their heads together to make something that looks fast, it generally turns out that it goes pretty fast too. The reverse is equally true, which is exactly what weve got with the SP80 sailboat, which looks like it was imagined by the team at Star Wars and is designed to break the world sailing speed record next year.

As with so many precision engineering and manufacturing companies, be it watchmaking or bicycle production, SP80 is a team based in Switzerland. Since the company was founded in 2018, theyve been hard at work designing the worlds fastest sailing boat, which looks less like the galleys that launched after Helen of Troy, and more like an SR-71 Blackbird jet.

SP80 have designed its sailboat to achieve the eye-watering speeds of 80 knots (150km/h), which if can be actualised in a real-world setting, would shatter the current world record of 65.45 knots (121.1 km/h) that was set in 2012 by the Vestas Sailrocket 2. The vessel itself measures around 10 metres long, with a pair of stabilizing fin-like pontoons that measures seven metres from tip to tip.

RELATED: The Cutting-Edge Material That Makes Richard Mille Watches So Exclusive

In order to keep it as sleek and aerodynamic as possible, the sailboat doesnt actually have a mast or traditional sail, instead propelled by a kite blowing ahead of the vessel. Because of this unconventional design, the vessel requires two pilots, one of whom will steer the boat while the other pilots the kite.

As youd expect in what is effectively an F1 racecar of the high seas, the cockpit of the vessel has been designed with reinforced kevlar elements that can withstand 50G of accelerating force. Boasting bucket seats, six-point harnesses, and helmets for both pilots safety, it will also be the first sailing boat with deployable oxygen masks in case of an emergency.

2023 will be a decisive year, with the final preparations to break the 80 knots record and make sailing history, explained Mayeul van den Broek, co-founder and project manager of SP80.

We are currently looking for the last financial and technical partnerships to take the adventure to the finish line. The whole team is so proud to see this concept becoming a reality and we cant wait to finally unveil and test our final design on the water!

SP80 has already attracted the sponsorship of the watchmaker Richard Mille, a sophisticated manufacturer that actually uses high-end sail making technology to create its extremely robust watch cases. Its a natural fit for both Swiss companies, as SP80 seeks to lock in its final sponsorship partners.

The final SP80 sailboat is expected to be fully built and launched by the end of 2022, with the first attempts at the world sailing speed records to take place near the middle of 2023 in the south of France.

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World Sailing Speed Record Looks To Be Obliterated By The SP80 Sailboat - Boss Hunting

Sea Girl Carbon Theatre – The Reviews Hub

Writer: Isla van Tricht

Director: Fay Lomas

Just how young can you be before you can start searching for your dreams? Does age factor into it at all or is perhaps sailing the high seas better left to the grownups? Sea Girl, an interactive choose-your-own-adventure rigs the mast and brings the worlds oceans to homes across the globe where audiences can dive with dolphins, explore the Caribbean and take care of one bad-tempered kitten. Taking inspiration from the extraordinary life of the worlds youngest solo explorer Laura Dekker,Sea Girlfinds sisters Naomi and Ellen desperate to undergo their own adventure.

As a piece of interactive media, particularly for children Sea Girlis exceptionally user-friendly, bucking the trend where usual productions struggle with links and loading pages to further the story. It makes for a dynamic shift in pacing, where when required, the story can duck and weave between light-heartened, and even a tad grimmer for audiences never verging on dark or intimidating, but enough to communicate the severity of the situation.

Fay Lomas frames Isal van Trichts story simply, fixing set paths but enabling audiences to make choices and mistakes with ease, offering a snippet of time to choose the characters next actions at each chapters end.

Particularly worth investigating is the inclusive nature of the production, with an experience accompanied by a diverse exploration of sensory textures but thanks toRahana Bananas illustrations (with Jack Leighs animation and Tim Baxters video production)Sea Girlis a splendiferousvisual extravaganza with a softness to the colour palette, not too striking or vivid, furthering the natural accessibility of the piece.

Though performance elements primarily occur via voice-over of the Golden era storybook aesthetics of interactive imagery, the brief live-action moments are handled well where, thankfully, any sibling irritations concerning age are played off as minor grievances rather than the more obtuse and damaging attitudes we are familiar with. The pairs voice-over artists (differing from their live-action portrayal), Helen Crevel and Natalya Martin, capture a necessary sense of maturity when speaking with younger audiences on the dangers of sea travel and the climate pollution crisis.

It all aids in securing Trichts writing, pushing it away from areas of preaching, and instead naturally encourages questions surrounding plastic and wildlife conservation. Both Crevel and Martin bring a delicacy to their role, conveying emotion effortlessly, and tempering their voices for a younger audience. The brief live-action skits find Oilvea Puci and Zahra-Rose Cooke bringing a physicality to the sisters, directed well by Fay Lomas, their parts within the story may be limited but theres a charm to their sisterly connection.

With a multitude of avenues to explore, from the safe to the more exhilarating, Carbon Theatre produces a tightly compact piece that focuses its attention on a widespread audience. An encouraging production, which plays to the strengths of digital theatre rather than falls into the limitations, Sea Girl will keep audiences engaged and active long after theyve had their maiden voyage.

Sea Girl runs here until 30 April 2022

The Reviews Hub Score

Vivid, delightfully interactive

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Sea Girl Carbon Theatre - The Reviews Hub

Hawke’s Bay rain starts but less forecast than in original warnings – New Zealand Herald

First port in a storm for trawlers moored at West Quay Napier on Tuesday afternoon ahead of gales and heavy seas forecast off the coast of Hawke's Bay. Photo / Paul Taylor.

Rainfall of almost 20mm was recorded in some parts of Hawke's Bay in the first few hours of a forecast deluge brought-on by ex-Tropical Cyclone Fili.

The initial heaviest rainfalls on Wednesday had been from Napier up State Highway 5 towards Taupo, according to Hawke's Bay Regional Council on-line rainfall recordings about 9am.

The latest forecast, for areas outside of Wairoa, is suggesting that rain warnings are downgrading to 'rain watch' scenarios.

There had been 27.6mm at Te Pohue in the few hours to 9am, 19mm on the Upper Mohaka River at Te Haroto, 21mm at Glengarry, and 18mm at the Council's own site near the Napier CBD.

In the Wairoa area there had been 13.2mm in the Ruakituri area, scene of some of the greatest devastation in the rain over the last half of March.

There had been 16.5mm on the Wairoa River at Marumaru, south of the Ruakituri Valley, just 9mm at the railway bridge in town, and in Te Urewera there had been 27mm at Aniwaniwa.

On the Napier-Taupo highway, also forecast to take some impact from the weather, driver Rob Johnson reported about 7am on the SH5 Napier-Taupo Issues facebook page that the worst of the rain at that stage had been "along the plains to Waipunga then again at Titiokura to Te Pohue."

Ruakituri Valley farmer Nukuhia Hadfield, whose was bracing for more heavy rain barely having started the recovery from damage caused on Mangaroa Station northwest of Wairoa since 1100mm of rain fell between March 21 and April 1, said mid-morning: "It's good just now, coming and going. It hadn't been something to wake you up (in the night) and go 'Oh god, not again'."

National weather agency updated its heavy rain warning for the Wairoa district just before 10am, saying that for the 19 hours 9am to 4am tomorrow, a further 100-150mm of rain could accumulate on top of that already recorded, but 150-250mm was being forecast in the area of the "Whareratas" on State Highway 2 between Wairoa and Gisborne.

The Wairoa district is on high alert after rain totalling more than 1000mm in some areas in barely a week last month.

Possibilities of 250-350mm had been flagged in a warning 24 hours earlier and in a new forecast for the rest of Hawke's Bay, for the 15 hours from 9am, MetService said "warnable amounts" of rain were no longer expected, a "Watch " would be maintained.

Warnings of gales and heavy seas also impacted in the fishing industry, with trawlers berthed in places three-wide at West Quay in Napier by late afternoon on Tuesday.

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Hawke's Bay rain starts but less forecast than in original warnings - New Zealand Herald

Sailing the High Seas with Dejeros Cloud-Based Production Tools – TV Technology

RENNES, FranceLivestreaming from coastlines at multiple points across 1,830 miles of Europes roughest waters for La Solitaire du Figaro, (aka the unofficial world championships of solo offshore racing), is challenging on a number of levels. The multiple locations, harsh physical environment and inconsistent network connectivity all stack up.

In this event, solo skippers race across four stages between France, Ireland and Spainand its our job to capture the dramatic departures and landings at each of these legs for the events 30 000-strong Facebook audience live. The very best way to capture the race, and be as close to the action as possible, is from a boat in the water and a drone in the skies above.

NAVIGATING COMPLEXITY

We need the most reliable equipment to ensure an uninterrupted live broadcast at each stage in what is a complex network environment from the coastlines of each location.

Sea Events, a French-based media production company that covers offshore sailing races, decided to use a combination of Dejeros high-quality video contribution technology and Dazzls cloud-native live video production tools. Onboard, we used a SONY PMW 400 with a stabilized lens connected to a Dejero EnGo mobile transmitter to capture the skippers racing to the finish line.

Onshore, we used the Dazzl app on an iPhone to interview the skippers, and a drone provided a birds eye view of everything that was going on across the water. We also had two remote commentators for additional audience engagement, with the production director located in the arrival harbor.

As you can imagine, network coverage was a major concern as we had to ensure reliable connectivity with each countries telecom providers as we advanced in each stage of the race.

CONNECTED WITH ENGO

This is why we used Dejero EnGo. It has six integrated global modems, global roaming connectivity services and interchangeable SIM modules, which meant we didnt have to think about switching to different network carriers or constantly finding the most reliable network when we crossed borders or were confronted with patchy coverage. The EnGos Smart Blending Technology automatically finds and combines the strongest network paths to form a high bandwidth pipe. This technology also meant that we didnt have to worry about the movement and positioning of the boat in order to gain the best vantage points, no matter how far away we were from the coast.

The EnGo was able to preserve and deliver the best picture quality possible from the roughest of seas, where available bandwidth was limited. This transmitter is built to withstand harsh conditions and we've heard from other users that it can take a few knocks and work perfectlywhich weve also experienced.

Live footage of the race was delivered to Facebook via two smartphones running the Dazzl application and a drone and these sources were streamed over RTMP to the Dazzl cloud server for our producers use. By integrating Dazzls cloud video platform with Dejeros mobile transmitters, Sea Events gained access to live broadcast production, live clipping, fast editing and video distribution tools on location, ensuring Facebook audiences had the best viewing experience.

Dejero and Dazzl have made cloud-based live production simple for us. As a sea-based events company, it has opened up new opportunities for livestreaming because of the reliability and low latency it provides and because it allows us to deliver a quality livestream to any platformwhether digital or linear, from anywhere in the world.

More information on the integration of Dejero and Dazzl technologies at http://www.dejero.com.

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Sailing the High Seas with Dejeros Cloud-Based Production Tools - TV Technology