Category Archives: High Seas

Emergency locating beacons alerted the Coast Guard to a fishing boat on fire 350 miles off the central California coast, and seven crew members were rescued by a cargo ship that responded to the Coast Guards call for assistance.

Watchstanders at the Coast Guard 11th District command center in Alameida, Calif., received multiple alerts from emergency position indicating radio beacons and personal location beacons from the vessel Blue Dragon around 12:20 a.m. Nov. 10, according to a Coast Guard account of the rescue.

The EPIRB and PLB signals indicated a position about 350 miles west of Monterey. The watchstanders coordinated the launch of a C-27 Spartan medium-range aircraft from the Coast Guard Sacramento Air Station at 1:30 a.m.

Using the Automated Mutual-Assistance Vessel Rescue System (AMVER), the command center issued a request for assistance from other vessels in the area. The crew of the 623-foot Portugal-flagged bulk carrier Nord Rubicon, en route from Vietnam and located 80 miles northwest of the beacons location, responded and told watchstanders they could divert and assist the fishing crew.

The C-27 aircrew arrived over the scene at 3:21 a.m. and reported the Blue Dragon was on fire and the crew in a life raft.

Seeing the fishermen signaling with a flashlight, the aircrew deployed a flare along with a self-locating datum marker buoy (SLDMB), which a transmit data about direction and speed of sea surface drift. A second C-27 took off from Sacramento at 8 a.m.

The bulk carrier arrived on scene at 9:30 a.m., and the crew reported recovering all seven survivors from the life raft, with no injuries reported, the Coast Guard said. The Nord Rubicon carried the seven on to port in San Francisco early Thursday morning.

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Longline crew rescued after high seas vessel fire - National Fisherman

Sea level rise is accelerating along Maine's coast. This year, record high water levels have been documented in Bar Harbor, Cutler and Wells. For coastal communities it means threats to buildings and infrastructure, the loss of beaches and intrusion of salt water into private wells. A modest 1.6 foot rise, which is expected by the year 2050, will result in a 15-fold increase in coastal flooding. Some areas of York County are especially vulnerable as storms become more frequent and more intense.

This story is part of our series "Climate Driven: A deep dive into Maine's response, one county at a time."

For decades, Camp Ellis in Saco has been the poster child for the destructive power of rising seas which have destroyed three dozen homes and washed away several streets.

Coastal damage to the once thriving fishing hamlet has been compounded by the construction of a 150-year-old jetty that altered wave action and carved out chunks of the shoreline. But other coastal communities in York County are increasingly feeling the effects of storm surge.

"So this is kind of a picture of what a future low tide would look like with sea level rise," says Peter Slovinsky, a marine geologist with the Maine Geological Survey.

Susan Sharon

A recent nor'easter on Wells Beach was more of a glancing blow than a knock out punch, but the day after the storm, the surf remains high, part of the beach is under water at low tide and Slovinsky says it illustrates how low-lying homes and roads nearby are vulnerable.

Susan Sharon

"Standing on the beach looking north right here there are a bunch of hotels that are at risk of coastal storms. So, when you take the coastal storms and you amplify them by sea level rise, there are going to be some significant impacts to those as well," Slovinsky says.

A recent report for the Southern Maine Planning and Development Commission suggests that the more than 3,500 parcels in the towns of Wells, Kennebunk and York are at risk of flooding from an expected 1.6 foot increase in sea level rise over the next 30 years. The combined property value of those parcels is more than $645 million. Larissa Crockett is the town manager of Wells where more than 1,000 parcels are under threat.

"We do have some neighborhoods that are very much at sea level," Crockett says. "We're gonna need to work with those neighborhoods to figure out how to prepare them for the next 50 years."

Crockett says sea level rise is being discussed as part of the town's comprehensive plan. But one of the challenges for municipalities is coming up with the money and the will to finance climate adaptation. Many are heavily dependent on tax revenue from beachfront properties and development which is expected to decline in value over time. For now, Crockett says, just the opposite is happening. Property values remain strong because the town's year-round population of 12,000 continues to grow.

Up the road from Wells, in the town of Kennebunk, homeowner Bill DeSaulnier is showing Captain Barry Jones of the local fire department his basement which flooded after the nor'easter

"I suspect this is the lowest section since the water, in a regular rain storm, it sort of accumulates to your left there, in that area," DeSaulnier says, pointing.

Natural Resources Council of Maine

The water table is so high that when it rains, DeSaulnier is forced to pump his basement out. But this time is different, he says, worse than usual. The two-story house sits on a dirt road one street back from the beach where DeSaulnier has been coming since childhood. He says he'll do what he can to keep it standing.

"Overall, I feel like it's my duty to sort of keep up, to the best of my ability, this house. At some point it will probably will be sold, but I hope it continues on as a place of enormous joy for the family and for me. It always was and continues to be," DeSaulnier says.

Near York Beach, Beth and Bob Harrington also plan to stay put and make their small cottage as impervious as possible to the effects of climate change so they can leave it to their daughters.

"I think that we will try to hang onto it and hope for positive change globally. They predict that we'll be under water but it's so beautiful that I can see trying to hang on and enjoying it because it is a special place," Beth Harrington says.

The very thing that makes York special its beaches, quaint neighborhoods and shops could see big changes over the next few decades. That modest 1.6 increase in sea level rise? According to the state's Climate Action Plan, it could submerge many of Maine's sand dunes and reduce dry beaches by nearly 45%.

The scale of these impacts can be overwhelming for communities, so the Southern Maine Planning Commission is working with ten municipalities, local land trusts, conservation organizations and federal and state partners on a coastal resilience plan for the region.

Maine Governors Office Of Policy Innovation & The Future

"I think it comes down to having community conversations about what people want their communities to look like under future scenarios and not just sea level rise but climate change in general," says Abbie Sherwin, the coastal resilience coordinator.

Susan Sharon

Sherwin says the plan could include strategies for reducing flooding around the most vulnerable roads and properties, restoring dunes and conserving land to accommodate rising water. Taking action will be key, although Slovinsky says there are only so many things that can be done.

"There's really maybe three, maybe four responses," he says. "The first is you don't build in at-risk areas, which we've already done."

The second, he says, is to protect with a sea wall, for example. Third is to adapt and build higher. And fourth is to simply retreat.

"And there are areas where we're probably going to say the economic impact of moving back or retreating doesn't make sense, we're going to try to protect as long as we can. And there are other areas where the impacts are going to be felt sooner and they're going to be more dramatic, where retreat is going to have to be on the table," Slovinksy says.

Much of the response will depend on resources, on the frequency and severity of storms and on how fast and how high the sea level gets. The Maine Climate Council, on which Slovinsky serves, is recommending that municipalities commit to manage for about 1.5 feet by 2050 and nearly four feet by 2100, but to also prepare for scenarios in which those estimates are doubled.

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Sea level rise is accelerating in Maine. In York County, hundreds of millions in property value is at risk - Maine Public

Theres some synergy happening on the high seas over the next few weeks. A new set of cosmetics for Sea of Thieves is bringing a bit of Halo Infinite flair to the pirate game, and itll be totally free for you and your mateys. Its a pretty cool handshake between two flagship titles.

A brief trailer shows a new set of Noble Spartan Sails, which combine a traditional crossed-swords design with the skull of a Halo Elite. Thats one of two freebies you can grab. The Spartan Ship Set, first released in 2019, is also coming back. That contains a hull, capstan, wheel, flag, figurehead, sails, and cannons.

Unlocking all these Halo-inspired goodies is easy. Log in to Sea of Thieves from midnight GMT November 24 through 4 PM on December 1 to unlock the Spartan Ship Set. Then, log in between midnight December 1 and 4 PM December 8 to unlock the Noble Spartan Sails.

If December 8 sounds familiar to you, it should: thats the release date of Halo Infinite. Its coming to PC, Xbox Series X/S, and Xbox One. Game Pass subscribers can also hop in on day one since all first-party Xbox games launch on that service a service we recently learned was originally conceived as a means of renting games.

Originally posted here:

Sea of Thieves gets free Halo cosmetics ahead of Halo Infinite launch - Gamepur

You almost expect to see Italian screen siren Sophia Loren sashaying around the elegant teak decks, all flowing kaftan and over-size shades. Or a bronzed and buff Giorgio Armani piloting from the flybridge helm.

When it comes to classic Italian yacht design, nothing screams bella macchina more than this97-foot fast navetta from the famed Cantiere De Cesari shipyard south of Ravenna on Italys Adriatic coast.

Built in 2006 for well-known Italian jeweler Carlo Tragliohe owns the Vhernier chain of jewelry boutiquesthe yacht took an incredible 19,000 hours to construct using De Cesaris famed cold-molded mahogany boat-building techniques.

Today shes owned by a Swedish wooden-boat-loving family who bought the formerly named Ardis II in 2017, renamed her Atali and have spent the past four summers cruising every corner of the Mediterranean and the Bahamas, clocking up over 14,000 miles.

Shes been a true labor love for us. Nothing has been overlooked to keep her in this remarkable condition, Atalis 29-year-old skipper, Captain Omar Lambroni told Robb Report during an exclusive tour at last months Fort Lauderdale International Boat Show. Just before the show, the yacht had spent five months out of the water having her brightwork professionally re-varnished, her engines and generators serviced and bottom painted.

Designed in-house at Cantiere De Cesari, Atali is the second-largest yacht the Italian yard has built in its half-century history. In contrast to todays typical fiberglass construction, De Cesari uses a crossed laminate structure comprising layers of mahogany planking impregnated with West System epoxy resin.

The hull is roughly two inches thick, immensely strong, impervious to moisture and rot, and is virtually indestructible, said Lambroni. We have taken her everywhere in the Med, in some of the most challenging seas, yet she always feels safe.

Shes fast too. Powered by twin German-made MTU turbo-diesels packing around 1,500-horsepower apiece, Atali has a screaming top speed of 30 mph and cruises effortlessly at 22 mph. Throttle back to a relaxed 15 mph and her 5,500-gallon tanks will give her a range of 1,000 nautical miles.

Swedish Humphree zero-speed electric fin stabilizers and trim tabs give a soft ride in rough seas. For a photo shoot just before the show, we were out in six- to eight-foot Atlantic swells doing 20 knots, and she just brushed them off, says Lambroni.

While Atali may look old-school traditional, especially with her upright, mirror-varnished stern transom, she has a secret feature to increase her flexibility. At the press of a button, a section of the transom folds down to create a large swim platform and tender dock. Steps inside lead up to the boats back deck.

From that teak-covered stern deck theres a large U-shaped covered outdoor dining area, with double doors leading into the spacious salon.

What Ive always loved about Atali is her high ceilings throughout the boat, and especially in the salon. My wife and I are pretty tall so having seven-foot headroom in most cabins makes a difference, says the boats owner, who on average, spent four months a year cruising the yacht.

The boat has a well-equipped galley with recently-added Italian dusty-pink marble countertops from Sardinia, professional-grade fridge-freezers and appliances. Huge, stainless-steel-framed windows flood the galley with natural light.

Below decks is an elegant master suite with varnished woodwork, a spacious bathroom and second toilet/washroom. Theres also an equally spacious, full-beam VIP suite, along with two, twin-bed cabins with drop-down pullman bunks.

She really is a work of art and well be sad to see her go, says the owner. Shes not for everyone, and she needs constant love and attention. But the rewards of cruising aboard such a beautiful-looking, beautifully built yacht are immense.

Ready to move up to a bigger boat, the owners have listed the yacht with Denison Yachting for $3.95 million.

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Boat of the Week: This Classic 97-Foot Italian Yacht Brings La Dolce Vita to the High Seas - Robb Report

In August, Maersk, the worlds largest shipping company, announced that it would add eight new container ships to its fleet that would be unlike any merchant vessels operating on the high seas today. Instead of running on bunker fuel the gunky, tar-like substance left behind after oil is refined Maersk plans to power these ships on carbon-neutral methanol, a colorless liquid made from biomass such as agricultural waste or by combining renewably generated hydrogen with carbon dioxide.

Globally, very little of this green methanol is produced today and compared with the oil industry waste product most ships run on, the cost is high. Maersk hasnt yet announced a fuel supply for its new fleet but the company hopes that standing up the worlds first green methanol-powered fleet will spur the energy sector to significantly ramp up production of clean fuels.

Rather than talking about how this cant be done, lets just get started and lets start scaling, said Morten Bo-Christiansen, the head of decarbonization at Maersk.

Its a small step toward the enormous goal of decarbonizing shipping, an industry that accounts for roughly 3% of global greenhouse gas emissions and is far off track from meeting the goals of the Paris climate agreement.

Until now, shipping companies, which operate in remote international waters far from the public eye, have managed to avoid meaningful climate regulation. But the industry is facing a reckoning. The US, the EU and other big economies are starting to make pledges and draw up plans to green the shipping sector and at Cop26, a coalition of countries including the UK and the US signed a declaration committing to strengthen global efforts to reach net zero by 2050.

Business leaders are starting to take note. Our crews see this as the number one thing on their boardroom agenda now, said Guy Platten, the secretary general of the International Chamber of Shipping, a trade association that represents roughly 80% of the worlds merchant fleet.

The shipping industry is a critical pillar of the global economy, with about 90% of all globally traded goods from oil and steel to furniture and iPhones ferried around the world by sea. In order to move all those goods, merchant ships burn approximately 300m metric tons of dirty fossil fuels each year, emitting roughly 1bn metric tons of carbon dioxide in the process. That is roughly equivalent to the annual carbon emissions of Japan.

The shipping industry will have to eliminate those carbon emissions by 2050 in order to stay in line with the Paris climate agreements 1.5C global heating target. But between 2012 and 2018, its emissions rose by 10%. The International Maritime Organization (IMO), the UN body that regulates shipping, predicts that by 2050, the industrys emissions could be 30% higher than they were in 2008.

For that to change, tougher regulations are needed. The IMO adopted an initial energy efficiency regulation for ships in 2011, which set minimum fuel efficiency requirements per mile traveled and another one this June aimed at reducing the carbon intensity of ships by 40% by 2030.

Those standards have basically codified a business as usual trend, says Fag Abbasov, the shipping program director at the Belgium-based non-profit Transport & Environment. The June measure requires shipping companies to give their vessels an A-E grade on energy efficiency and submit a corrective action plan for any ships that receive a D or E for three consecutive years. But the scores will not be made public and no mechanism exists to force dirty ships to improve, said Abbasov.

In 2018, the IMO set a goal of cutting the industrys carbon pollution at least in half by 2050. But it hasnt adopted any binding emissions reduction targets or regulations to achieve the target and even if it did, the goal is still far short of whats needed to remain in line with the Paris agreement. Industry observers ascribe this partly to the slow nature of rule-making at the IMO, but also to corporate influence at the UN agency, where industry representatives are frequently appointed to serve on state delegations.

Theres very little doubt the shipping industry has stalled IMO climate regulations, said Aoife OLeary, the CEO of Opportunity Green, a non-profit focused on international climate issues including shipping.

But change appears to be on the horizon. The EU is now moving to regulate shipping emissions under its emissions trading system, with a phase-in beginning in 2023. Under the proposed law, by 2026 shipping companies will need to pay for the carbon they emit traveling to and from the EU and between EU ports.

Separately, the EU is proposing a fuel mandate that would compel the industry to use a progressively greater share of low- and zero-carbon fuels in its ships. And in April, the US committed to pursuing a zero emissions shipping industry by 2050.

While the shipping industry has pushed back against the idea of a patchwork of climate regulations across different nations, OLeary said these could compel the IMO to take more ambitious action. If you look at the history of IMO regulations, theyve often acted because the EU or the US have acted on their own, she said.

The industry does seem more eager to talk about climate. In March, the International Chamber of Shipping proposed a carbon levy of $2 a metric ton of fuel to go towards research and development of clean shipping technology. This proposal, along with a far more ambitious proposal by the Marshall Islands to tax merchant vessels to the tune of $100 a metric ton of bunker fuel, will be discussed at an IMO meeting in late November.

Platten of the International Chamber of Shipping wouldnt say whether the industry would support the specific fuel tax proposed by the Marshall Islands. But he said that shipping businesses welcome the discussion and debate of market-based measures to drive down emissions and make low and zero carbon synthetic fuels more economically viable. In October, the ICS called for next zero emissions for the industry by 2050, doubling the ambitions of the IMO.

Transforming the shipping sector means zero-carbon fuels must become available on a commercial scale, along with the infrastructure required to pump them into ships. Green methanol, ammonia and hydrogen can all be made with renewable energy, in processes that start with splitting water in an electrolyzer to produce hydrogen. But while green methanol can be dropped into existing ships with fairly minimal retrofits, the other two will require significant modifications of ship designs and operational procedures.

Ammonia and hydrogen are gases at room temperature and will need refrigerated tanks to store as liquids. Ammonia is also toxic to marine life and humans, raising safety and environmental concerns. Hydrogen, meanwhile, has a very low energy density compared with oil, which means that ships using it would have to carry much larger volumes of fuel, or be refilled far more often.

Proving that alternative fuels are safe and reliable to use on commercial vessels, then scaling them up and deploying them across the global shipping industry will be an expensive and time-consuming endeavor.

What we are really looking at is decades of investment and innovation ahead of us, said Bo Cerup-Simonsen, the CEO of the Maersk Mc-Kinney Moller Center for Zero Carbon Shipping, a research and development center. Its fair to say that were talking billions, he said, but I think the trillions come when we start to scale this up to become industry wide.

Researchers have estimated that if zero emissions fuels comprise 5% of the international shipping fuel mix by 2030, the industry will be on a path to fully decarbonize by 2050. The Global Maritime Forums Getting to Zero Coalition believes that target is achievable based on recently announced plans, including the EUs 2020 Hydrogen Strategy, which calls for building at least 40 gigawatts of renewable hydrogen electrolyzers by 2030, as well as China and Japans goals to ramp up hydrogen fuel production.

While the task ahead is daunting, Cerup-Simonsen is optimistic. The number of large companies expressing interest in carbon-free shipping is growing day by day, he said, as is interest from their customers. Youre seeing mining companies, some of the big retailers, big auto manufacturers starting to demand a greening of their supply chains, including shipping, Cerup-Simonsen said.

Large consumer-facing businesses could be key in helping to drive change in the shipping industry, says Madeline Rose, the climate campaign director at Pacific Environment who recently led a report on the shipping pollution associated with 15 major retail brands, including Amazon, Walmart and Target.

In 2019 alone, the report found that these companies were responsible for three coal fired power plants worth of carbon pollution through their US shipping imports. Despite making ambitious climate pledges in recent years, most of the companies highlighted in the report do not appear to account for marine pollution in their corporate emissions reporting.

Amazon, along with companies including Ikea and Unilever, signed a pledge in October to only move goods on ships using zero carbon fuel by 2040.

While retailers demanding cleaner shipping could motivate shipping companies to bring new options online faster, Abbasov of Transport & Environment is doubtful that voluntary corporate pledges will drive transformative change. For now, he says, regulations are needed to make alternative fuels more economically attractive and prevent corporate greenwashing.

Once there are regulations, once the technology has become very common, individual companies can take one extra step and go further than the law says, Abbasov said. For shipping, were not there just yet.

This article was amended on 15 November 2021 to correct the name of the Getting to Zero Coalition which had been given as the Getting to Net Zero Coalition in an earlier version.

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The shipping industry faces a climate crisis reckoning will it decarbonize? - The Guardian

The NATO Maritime Unmanned Systems Innovation Advisory Board (IAB), of which I am honored to be a founding member, is an 18-member body comprised of serving military officers, senior executives, investors, scientists and entrepreneurs from allied nations. The purpose of the IAB is to harness the best, most innovative ideas from across a range of disciplines and areas of expertise, and apply these to solve the greatest challenges that will face the alliance, and the world, in the coming years and decades.

The board just concluded its first in-person meeting since the beginning of the pandemic, at NATO headquarters in Brussels. The meeting was co-chaired by Sean Trevethan, NATOs Maritime Portfolio Lead and former Fleet Robotics Officer of the Royal Navy, andCommodore Michael Brasseur of the United States Navy (USN).In addition to permanent IAB members, the meeting was also attended by Camille Grand, NATO Secretary General, Adjoint, NATO's Head of Innovation, Robert Murray, and US Navy officials including Michael Stewart, former Director Integrated Warfare and current Executive Director of the US Navy's Unmanned Task Force. The event was in many ways a culmination of the intense work the IAB has been engaged in over the past year and a half.

IAB Board Members at the NATO HQ in Brussels

The NATO IAB was assembled in 2019 by Commodore Michael Brasseur, commander of the newly formed Task Force 59 (TF59), a US Navy unit focused on AI and autonomy. Many of the ideas underpinning TF59 arose from discussions and conceptual development that occurred at the IAB. USN TF59 is now poised to apply artificial intelligence and autonomy in novel and unprecedented ways to address security challenges on the open ocean, in defense of the United States and its allies.

As its first major undertaking, in early 2022, the Task Force will participate in the world's largest naval exercise, IMX, bringing together over 60 nations in the waters surrounding the Arabian Peninsula and the Indian Ocean.

In addition to contributing to TF59, the NATO IAB has also been developing another critically important framework, called "Digital Ocean". This broad-based technology platform seeks to tie together a vast array of sensors infused with artificial intelligence and then analyze, model and project outcomes into the future to secure the planet against threats as diverse as climate change, piracy, illicit trafficking and economic crimes such as illegal fishing.

In many ways, we are past the point of no return in our battle against man-made climate change. It is now beyond doubt that even with mitigation measures currently in place, the changing climate will cause significant societal and economic impactacross the planet. The manifestations of this impact include mass migrations, a potential increase in criminal activity on the high seas and unsafe, unsanctioned transit of populations. It is impractical to monitor and respond to large numbers of such incidents by actively patrolling the vast ocean with manned vessels. Satellites help, but they are not ubiquitous, not capable of detecting all types of activity and can be impacted by weather.

Going far beyond what is available today, the Digital Ocean platform seeks to bring together visual, auditory, radio and many other types of sensor inputs, engaging neural networks to classify patterns of activity, then determining if action must be taken, and eventually, suggesting the most appropriate action. Once fully realized, it is, in many ways, an autonomous, ever-watchful guardian of the high seas.

While the platform is still nascent, an array of partners are already coming together to assemble elements of this critically important network, and are developing a prototype, expected to undergo tests in early 2022.

While impressive and novel as a technology, Digital Ocean is not only important due to its technological sophistication or operational capability. It is also valuable as a template for collaboration between large numbers of nations to drive the collective benefit of all. Further, it is an initiative that will amplify NATO's relevance as the security and geopolitical situation of the world continues to evolve rapidly.

Immediately following these successful programs, the IAB is now expanding its focus to include innovating all-domain systems, from deep sea to deep space. With greater cooperation anticipated with new NATO initiatives such as DIANA (Defense Innovation Accelerator of the North Atlantic) the Innovation Advisory Board is set to accelerate its activities and create an even greater impact on global security and international partnership in the months and years ahead.

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NATOs Technology Innovation Initiatives Are Moving Into High Gear - Forbes

ByAllen Guelzo, Ph.D.,Gettysburg CollegeThe Great Rule of conduct for us, in regard to foreign Nations, wrote George Washington, is to have as little political connection as possible. Given the aggravations involved in creating the new government described in the Constitution, and managing the fractious personalities who composed the new republics leadership, Washington did not welcome foreign distractions. But international troubles involving the British in the 1790s did not give him the peace and detachment in foreign affairs that he craved.International troubles, such as the continuing conflict between the French and the British, disturbed the peace of the new United States. (Image: Thomas Whitcombe/Public domain)International and Internal Crises

International crises, like the one between Britain and Spain over the Nootka Sound in 1790, threatened to drag the United States into other peoples conflicts with demands that foreign armies be allowed free transit over American territory to attack their enemies. The French Revolution posed an even greater threat of disruption, and the uproar over Citizen Genet had underscored how difficult it would be to tell the tide of world affairs to stop.

There were, for one thing, too many Americans, like Thomas Jefferson, who were convinced that the French Revolution was simply Act Two of the American Revolution, and deserved American sympathy and cooperation.

When, nevertheless, the new tricolor flag of the French republic was formally presented to Congress on January 4, 1796, the Speaker of the House, Frederick Muhlenberg, had to warn the members and the citizens in the galleries of the propriety of not suffering the fervor of enthusiasm to infringe on the dignity of the Representative Councils of the United States.

Learn more about John Jays eponymous treaty with Great Britain.

There were, to be sure, no shortages of Americans who saw little in common between the two revolutions, starting with Alexander Hamilton. Patrick Henry, whom Washington had approached as a successor toJefferson as Secretary of State, feared that the French Revolution was destroying the great pillars of all government and of social life.

But what was of more immediate concern to Washington was the reaction of the British, who were now entangled in what would prove to be a two-decades-long war against the French Republic. The British had proven sulky and uncooperative in observing the terms of the Treaty of Paris; they remained an ominous imperial presence on the United States northern border, where the colonial leadership was composed of exiled American Tories who longed for restoration and where they could easily stir up troubles with the Indian tribes in the Northwest Territory.

This is a transcript from the video seriesAmericas Founding Fathers.Watch it now, on Wondrium.

Also, the British placed trade barriers in the path of American shipping to the sugar islands of the British West Indies, which had once been Americans most lucrative trading zone. To the Francophiles who had made up the Democratic-Republican societies, these were all reasons to put American bets on France; to Washington, these were all reasons not to antagonize the British still further with ill-conceived outbursts of enthusiasm for the French Republic.

The British, of course, had their own view of this situation, which was that anyone who wanted to be the friend of the French wasipso factothe enemy of Great Britain. And to Washingtons dismay, the British proceeded to inflame American fury, first, by arming and supplying black slave rebellions in the French West Indian islands. That stoked the fears of American slaveholders.

Second, by routinely stopping American merchant ships on the high seas and involuntarily pressing American sailors into the service of the Royal Navy on the grounds that the sailors were really fugitive British subjects. And finally, on June 8, 1793, with an Order in Council, which permitted the Royal Navy to seize any neutral ships and cargoes bound to or from France, and another Order in Council on November 6, confiscating shipping engaged in trade with the French West Indies.

These insults provoked Washington, in December, to warn Congress that there is a rank due to the United States, among nations, which will be withheld, if not absolutely lost, by the reputation of weakness. And that meant making it clear that we are at all times ready for war.

Learn more about the formation of the Congress.

James Madison thought he was taking a cue from Washington, and on January 3, 1794, he introduced a series of resolutions which amounted to a declaration of trade war on Great Britain.

This would, in turn, have the desirable political result of freeing America from the influence that may be conveyed into the public councils by a nation directing the course of our trade by her capital and aligning the United States with France, the only considerable Power on the face of the earth sincerely friendly to the Republican form of Government established in this country.

But Washington was only rattling his sword, not unsheathing it. The United States had sold the British $8.5 million of goods in 17901792, twice what had been sold to France; the United States imported $15.28 million worth of goods from Britain and only $2.06 million worth of goods from France. Moreover, an Order in Council rescinded most of the British restrictions on neutral trade, and the prime minister, William Pitt the Younger, insisted that any seizures made under the previous orders were contrary to instructions given and that the most ample compensation to the sufferers would be given.

Seizing that moment, Washington appointed a special mission to London, headed by John Jay, and sent the mission off to negotiate a commercial agreement with Great Britain.

Given the aggravations involved in creating the new government described in the Constitution, and managing the fractious personalities who composed the new republics leadership, Washington did not welcome foreign distractions.

The British had proven sulky and uncooperative in observing the terms of the Treaty of Paris; they remained an ominous imperial presence on the United States northern border. In addition, they put up trade barriers in the path of American shipping to the sugar islands of the British West Indies.

Washington did not follow through on his threats of war against the British, because of the favorable trade with the British, compared to the French. The United States had sold the British $8.5 million of goods in 17901792, twice what had been sold to France; the United States imported $15.28 million worth of goods from Britain and only $2.06 million worth of goods from France.

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Washington and International Political Troubles with the British - The Great Courses Daily News

Prince Harrys latest attack on the media involves a turn of phrase that suggests hed make a reasonable tabloid journalist himself. He has rounded on pirates with press cards who mix fact-based news with opinion-based gossip and warned that the news media has become a digital dictatorship which is not held to account.

As ever with Harry, there is much to admire about the principled way he continually sticks his head above the parapet. You would need a heart of stone not to sympathise with the burning injustice he feels over the way his mother was treated by the press.

However, as well as a talent for alliteration, Harry can also give the impression of one who does not let the facts get in the way of a good story a common criticism of the tabloids.

The all-powerful pirates Harry attacks are, in fact, quite heavily constrained in the UK. As the Mail on Sunday has found in its legal battle with Meghan Markle, the cost of breaching someones privacy without sufficient public interest can run into the millions. The paper is currently arguing in the Court of Appeal that Markles infamous letter to her father was always intended for publication.

And, in todays unregulated online world, it is hard to see how the letter was ever going to stay private, given Thomas Markles wish for it to be made public. The news outlets that Harry despises, such as the Sun and the Daily Mail titles, face similar financial penalties for harming reputations without good reason. If editors undermine an active court case, they can be sent to prison.

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The true digital dictatorship is headed by Google and Facebook, two companies that together collect around two out of every three pounds spent on digital advertising in the UK (roughly 10bn a year). The tech giants are so powerful that when a nation state tries to regulate them, as Australia did this year, they can force lawmakers to U-turn through a combination of treasure and brute force. Facebook banned Australian news organisations from its platform; Google liberally dispensed financial favour to publishers to win them over.

The pirates riding the digital high seas are the tech giants who allow misinformation to proliferate, who profit from fake news and advertising and facilitate all manner of nefarious activity without taking responsibility for what they publish.

Another digital giant that operates with impunity is Netflix (which is rumoured to have paid Harry and Meghan $100m to work for it). As a digital-only operation, it is not regulated by Ofcom. Like a digital dictator, it can traduce the reputation of a high-profile family with a big-budget docudrama regardless of their feelings. It can also compete with the likes of ITV and the BBC by focusing all its investment on entertainment, without any of the pesky public service commitments that come with a terrestrial TV licence.

Harrys pirates with press cards attack has echoes of the former prime minister Stanley Baldwins power without responsibility attack on the 20th-century British press barons. And it belongs in the last century, before the phone-hacking scandal and the chastened press that emerged from it after the Leveson inquiry.

The defining battle of this century will be over a system of media regulation that prevents the digital pirates from extracting revenue without supporting the public-interest journalism on which an open, democratic society depends.

[see also: Why the medias civil war over Meghan and Harry wont end anytime soon]

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Prince Harry's attack on the tabloids ignores the real media pirates - New Statesman

Oil-exporting countries have to find new ways of financing. Saudi Arabia is experimenting with converting oil rigs into amusement parks.

If all goes according to plan, its a few decades the world will stop depending on oil. And oil-exporting countries will have to seek new sources of income.

They are the richest countries in the world, so they have money to get it. Here we have a curious proposal: The Rig, an oil rig turned into an extreme amusement park.

Its construction has already been approved by the Public Investment Fund of Saudi Arabia (PIF), in the middle of the Persian Gulf. A 150,000 square meter amusement park in the middle of the sea, on an oil rig that can only be reached by boat or helicopter. You can see the spectacular presentation in this video:

As we can see, the huge oil rig has been adapted to offer all kinds of extreme sports.

From Ferris wheels suspended over the sea to dizzying roller coasters that run between platforms.

You can do scuba diving, submarine trips, bungee jumping, car racing, paragliding, piloting motorboats on the high seas, flights in a plane or helicopter, and much more.

Theme parks are still great resorts that many people go to on vacation, or on a weekend getaway. These are the 11 most spectacular amusement parks in the world.

Two huge pools offer different activities, for those who prefer fresh water.

There is also zip lines of hundreds of meters, cable car, and other proposals designed to get the adrenaline pumping.

For those who prefer more leisurely experiences, The Rig has live concert venues, three hotels with 800 rooms and 11 restaurants, including one specialized in tapas.

The PIF assures that The Rig seeks the protection of the environment in the project area, in line with world best practices and in support of Saudi Arabias efforts to preserve the environment.

The new iPhone 13 includes an OLED screen, the new A15 Bionic processor, a battery with more capacity and 2 cameras of 12 megapixels with 47% more performance in low light.

East extreme amusement park installed on an oil rig It is part of the project of the government of Saudi Arabia for the next four years.

It aims to drive innovation in the tourism and entertainment sectors by providing promising development opportunities to achieve economic diversification in line with the goals of the Saudi Vision 2030.

The Saudi Vision 2030 it is a government plan to make the country less dependent on oil.

They are aware that the energy change is about to arrive, and they need to be prepared when the demand for fuel falls.

Read more:

The Rig, the oil rig turned into an extreme amusement park, in Saudi Arabia | Life - Central Valley Business Journal

zge zpirinci and Bugra Glsoy, the protagonists of Woman and My daughter respectively, join in the romantic comedy Love at second sight, the Turkish series that is conquering the public in Spain. And it is that this story amuses the audience with its hilarious scenes, but it also shows us emotional moments that its characters live.

Ottoman production, originally called Ask Yeniden, premiered in February 2015 and said goodbye in June 2016, after two seasons and a total of 59 episodes with great success in Turkey. Quickly, the series reached other territories such as Spain to replicate its good audience figures.

Amor a Segundo vista premiered in Spain on October 15 by Divinity and since then they have captivated the audience by the great chemistry of its protagonists, Ozge Ozpirincci and Bugra Gulsoy. If you want to know what will happen in this story, we will tell you what the schedule is for this week, from Monday 15 to Friday 19 November.

The Turkish soap opera Amor a Segunda vista will be broadcast during the week of Monday, November 15 to Friday, November 19 at 5:15 p.m. on the Divinity channel in Spain.

In addition, the new chapters of Ask Yeniden will also be seen online and live through the Mitele PLUS digital platform. Likewise, the episodes that, so far, have appeared on the small screen will be available. All without interruptions.

Zeynep made a terrible mistake that cost him his job at Meryems company.

Taskin lost her self-confidence and decided to quit her job, claiming she wasnt cut out for working life. Fadik tried to help him and cheer him up.

We are going to eat pipes and criticize people as we did when we were little, she tells him. However, his idea did not work.

Cevat had an idea to get closer to Saziment. Call her home and make an appointment for her tomorrow afternoon. If I do, I will get very nervous. But dont say who you are, he told Kamil.

The man fulfilled his mission, however, everything was complicated because the one who answered the phone was Ayfer. This, believing that the date was for her, thought that she had a secret admirer. I was very excited about the idea.

A boat ride ended in big trouble. A Taskin, Fatih, Selin, Orhan, Fadik, and Mete went sailing on the high seas. Cevat and Kamil, who were sleeping on the boat, woke up scared when the boat stopped short. The sailors came out on deck and told Zeynep that they had run out of fuel and the radar was not working. They are all lost in the middle of the ocean.

Eventually, they all reached an island they thought was deserted. There they met several refugees who were offered to take them to the city as soon as they could. At that moment, the police appeared and arrested Fatih and the rest for alleged human trafficking.

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This weeks schedule of Love at second sight - Market Research Telecast