Category Archives: High Seas

If youre in the market for a superyacht with a view, Nick Stark Design may have just the solution. The Australian studio has unveiled a new concept, dubbed Project Grace, which is designed to immerse seafarers in prime ocean vistas while under sail.

The striking vessel spans an imposing 210 feet and is characterized by a large amount of glazing detail. Central areas, such as the main saloon on the main deck, feature floor-to-ceiling glass windows through which guests can soak in the seascape. Think of it as your very own floating observatory.

Its easy to forget that owners experience the yacht from the inside outa stunning silhouette is a thing of beauty, but for most of your time on board you will be looking out, not in, Stark, the founder and naval architect, said in a statement.

The superyachts upper deck comes complete with a jacuzzi and bar.Nick Stark Design

At the same time, the swathes of glass serve to let in plenty of natural light and connect the indoor world with the out. Spanning three decks, the vessel can sleep up to 12 guests and boasts two full-beam VIP suites on the main deck plus a separate owners suite on the upper deck.

Outside, Project Grace is equipped with a sprawling beach club, a wellness area with a large swimming pool, and a private sundeck with a jacuzzi and bar. Theres even a dedicated party deck that comes complete with a custom sound system, DJ booth and integrated lighting for seaside soires. Naturally, theres also a helipad and a storage garage for the requisite toys and tenders.

The vessel sports a helipad and storage garage for toys and tenders.Nick Stark Design

As for performance, the tri-deck superyacht sports a sharp bow and a sleek hull thats been optimized for greater efficiency on the high seas. The vessel will likely be forged from aluminum to save on weight and fitted with lithium batteries and controllable pitch propulsion. This will result in faster speeds while lowering the vessels running costs.

Nick Stark Design has garnered a rep for its envelope-pushing designs. Earlier this year, the studio presented a 308-foot hybrid superyacht known as Project Crystal, which features a crystalline lattice that glows in the dark. Both vessels remain concepts at this stage, but we certainly hope Project Grace will grace us with her presence soon.

Check out more renders below:

Nick Stark Design

Nick Stark Design

Nick Stark Design

Nick Stark Design

Nick Stark Design

Nick Stark Design

Nick Stark Design

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Loaded With Floor-to-Ceiling Windows, This 210-Foot Superyacht Concept Is Like a Floating Observatory - Robb Report

By Steven Freeland,Danielle Ireland-Piper,Dan Jerker B. Svantesson,

What do cyberspace and outer space have in common? As we make clear in a new report to the Department of Defence, both are new frontiers for national security that blur traditional ideas about borders, sovereignty, and defense strategy.

These areas are important elements of Australias critical infrastructure and are vital to our ability to defend our nation and keep it secure. They also have a dual-use character: both areas (and often even individual pieces of equipment) are used for both military and civilian purposes.

Sovereignty is a legal and political concept. It generally refers to the authority of a country (nation-state) to exercise control over matters within its jurisdiction including by passing laws and enforcing them. Historically, this jurisdiction was based primarily on geography. However, cyberspace and outer space are not limited by borders in the same way as territorial spaces. Sovereignty also includes the power to give up certain sovereign rights, such as when countries agree to limit their own actions so as to cooperate internationally on human rights and national security.

Cyberspace and outer space enhance our defense and national security capabilities, but our increasing dependence on continuous access to both also makes us vulnerable. These domains can be a source of unity and vision for humanity, but they can also be a source of tension and discord and could easily be misused in the conduct of war.

The worlds dependence on the internet has outpaced efforts at effective cybersecurity. For every solution, another threat arises. This can create serious vulnerabilities for defense and national security.

There is a general understanding that international law applies to cyber activities. However, the details of precisely how are not agreed upon. The debate generally concerns what military cyber activities are acceptable or peaceful, and which are prohibited or might be considered acts of war.

For example, during peacetime, international law is largely silent on espionage. Nation-states can generally engage in cyber espionage without clearly violating their legal obligations to other countries.

However, it can be hard to tell the difference between a simple espionage cyber operation (which might be permitted) and one carried out to prepare for a more disruptive operation (which might count as an attack). Both involve unauthorized access to computer systems and networks within another nation-state, but working out who is responsible for such intrusions and their intentions can be an imprecise art.

Different countries have suggested various approaches to the problem. France and Iran say any unauthorized penetration of their cyber systems automatically constitutes a violation of sovereignty, irrespective of the reason.

Others, such as the United Kingdom and New Zealand, say a cyber operation must be sufficiently disruptive or destructive to count as a violation of sovereignty principles. These might seem like legal niceties, but they matter they can determine how the impacted country might retaliate.

Outer space is no less challenging. The militarisation and possible weaponisation of space represent a significant defence and national security challenge for all countries.

Outer space, like the high seas, is often seen as a global commons: it belongs to everyone and is governed by international law. A key tenet of international space law is that space may not be appropriated, which would prevent plans such as colonising the Moon or Mars.

The 1967 Outer Space Treaty, ratified by almost every spacefaring country, provides that the Moon and other celestial bodies are to be used exclusively for peaceful purposes. It also forbids the placement of weapons of mass destruction in outer space and the militarisation of celestial bodies.

The treaty also imposes international responsibilities and liabilities on the countries themselves even for transgressions carried out by a private entity. Everything revolves around the imperative to promote responsible behavior in space and minimize the possibility of conflict.

Initially, there were different views as to whether the peaceful use of space meant that only non-military rather than non-aggressive activities were permissible. However, the reality is that outer space has been and continues to be used for terrestrial military activities.

The 1991 Gulf War is often referred to as the first space war. The use of satellite technology undeniably represents an integral part of modern military strategy and armed conflict for Australia and many other countries.

The situation is made more complex by the increasing interest in possible future mining in space and the potential rise of space tourism. There is also no clear international agreement about where to draw the line between sovereign airspace and outer space, or about what (and whose) criminal law applies in space.

At present, some 70-80 countries have some degree of sovereign space capability, including an ability to independently launch or operate their own satellites.

On the other hand, this means nearly two-thirds of the worlds countries do not have any national space capability. They are completely dependent on others for access to space infrastructure and to space itself. Their ability to enjoy the benefits of space technology for development and well-being relies on strategic and geopolitical networks and understandings.

Even Australia, which is a sophisticated space participant, currently has a relatively limited sovereign capability for space launches, Earth observation, GPS, and other critical space activities.

However, it is not economically feasible for Australia to be wholly independent in every aspect of space. For this reason, Australias twin policy of ensuring access to space through strategic alliances with selected spacefaring nations, while also developing further sovereign space capability in specific areas, is essential to Australias defense and national security interests.

Addressing the intersection between cyberspace and outer space is vital for Australias defense and national security policies. Both civilian and military actors participate in these domains, and the range of possible activities is rapidly developing.

We will need to understand the increasingly close intersection between cyberspace and outer space technologies to be in the best possible position to develop effective and integrated defense and national security strategies to meet the challenges of the 21st century.

This article is republished fromThe Conversationunder a Creative Commons license. Read theoriginal article.

Declaration:

Steven Freeland is a Director of the International Institute of Space Law

Danielle Ireland-Piper was part of a research team that received funding from the Australian Department of Defence. However, the views expressed herein are those of the authors and are not necessarily those of the Australian Government or the Australian Department of Defence.

Wendy Bonython was previously employed by the Department of Defence. She is a current member of the Defence Department of Veterans' Affairs Human Research Ethics Committee.

Overall, this research was supported by the Australian Government through a grant by the Australian Department of Defence. The views expressed herein are those of the authors and are not necessarily those of the Australian Government, the Australian Department of Defence, or the universities or other institutions the authors are affiliated with.

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Experts: Cyberspace and Outer Space are New Frontiers for National Security - IndraStra Global

Since the days of Cleopatra's pleasure-boat, the super-rich have taken to the high seas to showcase their wealth. From warring monarchs flexing their muscles through their armadas, to playboy billionaires entertaining supermodels in Cannes, there has always been a glamorous cachet attached to owning the waves.

Indeed, some yachts are as famous as their owners, like the Christina O, Aristotle Onassis's party ship, which entertained the likes of Jackie O and her sister Lee Radziwill, as well as hosting Prince Rainier and Grace Kelly's wedding party. Or Roman Abramovich's 430 million Solaris, well-known for being amongst the most extravagant (and well-travelled) in the world.

The history of the glamorous vessel is explored in a new coffee table tome, Yachts: The Impossible Collection - Legendary Yachts That Define Time & Design, out this month. From the original J Class yachts of the 1800s to the mega-yachts of the 2020s, kitted out in the latest technology and streamlined to make less of an environmental impact.

Excerpt from:

This new coffee table tome explores the history of the yacht - the ultimate status symbol - Tatler

Dr. Rob Moir

To meet the ravages of climate change, Congress has introduced the Ocean Based Climate Solutions Act (HR.8632). The ocean covers nearly three-quarters of the planet. Nothing has more of an impact on the climate than does the ocean. About one out of every four carbon dioxide molecules emitted into the atmosphere are drawn down into the ocean. Sea water along our shores buffer the rise of land temperatures during the summer and the cold of temperatures during the winter. The ocean fuels rainfall, drives local water cycles, is one with weather systems, and with waters warming, gives much more energy to hurricanes. Yet, we know very little about the ocean. We are not very good at making long term predictions to prepare for whats to come.

To increase our understanding, accelerate ocean monitoring, enhance data management, and to better coordinate across agencies, the Ocean Based Climate Solutions Act features the BLUE GLOBE Act or the Bolstering Long-Term Understanding and Exploration of the Great Lakes, Oceans, Bays, and Estuaries Act. This bill gives NOAA a stronger focus on technology advancements and adds innovative technology components to better address illegal, unreported, and unregulated fishing.

An Ocean Innovation prize is in the bill to catalyze the rapid development and deployment of research vessels, unmanned vehicles, and sensors. Federal agencies will be directed to develop careers in oceanic and atmospheric data collection. This will result in better informed alerts necessary for navigation, resource managers, fishermen, and the general public to forecast ocean acidification, harmful algal blooms, hypoxia, and marine heat waves.

The Ocean Based Climate Solutions Act features $10 billion for shovel-ready restoration grants for coastlines and fisheries. $3 million will go to work within 90 days and will include compensation for fishermen labor and vessel use. $300 million per year for four years will provide grants to non-federal entities to restore and protect fish and wildlife habitats. Coastal restoration work will result in tens of thousands of new jobs.

Protecting spawning, breeding and nesting nurseries are nature-based climate solutions. More sea grass beds, salt marsh grasses, seaweed forests and mangrove stands provide natural buffers that protect inland ecosystems and reduce sea level rise. Meanwhile, reducing storm damage benefits the hospitality and tourism sector, which employs over 7 million U.S. workers and produces $450 billion in GDP annually a good return on a $10 billion investment by the government.

Transportation is a large contributor of greenhouse gasses warming the globe. Bunker fuel, the dirtiest fossil fuel on the planet, is used by much of the global shipping fleet. 800,000 tons of fuel oil sludge and other oily waste is dumped from ship bilges each year. Compliance with speed restrictions when in the presence of whales increases fuel efficiency and will reduce fuel costs. Reducing diesel emissions and electrifying operations will result in less toxic air exposure for adjacent, mostly low-income communities.

For offshore energy, the bill prohibits oil, gas or methane hydrate exploration on the Continental Shelf, except for the western and central Gulf of Mexico planning area, much of which is already riddled with wells. An ambitious national offshore wind goal for the Continental Shelf is set at not less than 12.5 gigawatts by 2025, and not less than 30 gigawatts by 2030. Offshore wind leasing and development will be allowed in American Samoa, Guam, the Northern Mariana Islands, Puerto Rico, and the US Virgin Islands.

The Ocean Based Climate Solutions Act brings together more than a dozen worthy efforts. Some are specific, such as strengthening marine mammal conservation, $5 million a year for oyster conservation, restoration and management, $12.5 million a year for harmful algal bloom forecasting, $30 million increasing annually by $5 million to $50 million for ocean acidification research, and placing a five-cent excise tax on virgin plastic in manufactured single-use products such as packaging (no tax on medical products or personal hygiene products).

More broadly, the U.S. should be party to the Law of the Sea Convention (1982). If climate had been defined as the continuation of the oceans by other means, instead of the interactions of the natural system, the Convention would have been the most powerful tool to force nations into action. With passage of this bill, we would finally be better able to negotiate international issues such as deep seabed mining, Arctic claims, high seas, and migratory fish stocks, and ocean protection.

A tribal and Indigenous communities resilience subgroup would be created in the White House and a resilience liaison position created within the Department of the Interior to coordinate with tribes. This bill authorizes $200 million for each fiscal year 2022-2026.

Finally, harking back to the Ocean River Institutes first year advancing bioregional ecosystem-based management and the Massachusetts Ocean Planning Act, the Ocean Based Climate Solutions Act would enact into law and fund with $10 million a year Regional Ocean Partnerships to manage and restore coastal areas and ocean resources across state boundaries. States and tribes would be empowered to take a lead role in ocean and coastal management. Just as Massachusetts did in 2008.

Dr. Rob Moir is a nationally-recognized and award-winning environmentalist. He is president & executive director of Ocean River Institute, a nonprofit providing expertise, services, resources, and information unavailable on a localized level to support efforts of environmental organizations. Please visit http://www.oceanriver.org for more information.

Read more from the original source:

Together We Can: Collaborative Ocean-Based Climate Solutions - E/The Environmental Magazine

After the strong fluctuations over the last month, August started on a positive point. From August 3, the companys stock is noticeably rising. Yesterday it was trading at $23.81; the next day, it reached $23.98. Overall in a week, stock gains 14%. The market capitalization is equal to 26.83 billion dollars. Major brand Carnival Cunard announced that its luxury cruise ship Queen Elizabeth would return to the high seas on Friday after 17 months in the water. She will initially put her paddles in the water for a series of cruises around the UK. After a series of other flights in the United Kingdom, the international sailing of Cunard Queen Elizabeth on board will begin in October.

Cunard is the operator of the luxury cruise liners Queen Mary 2, Queen Victoria, and Queen Elizabeth. Known for White Stars impeccable service, fine dining, and world-class entertainment, all three Queens offer luxury accommodations in Britannia, the Britannia Club, the Princess Grill Suite, and the Queens Grill Suite.

Finance and Tech Contributor

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Carnival Corporation & plc (CCL)Stock Gains 14% Within A Week: Luxury Cruise Ship Queen Elizabeth About To Return. Own Snap - Own Snap

A cargo container ship sailing. Kalyakan

The maritime industry and ports are capital-intensive sectors. Theyve transitioned over the decades, based on the principle of economies of scale, massification and the integration of several key players into giant logistics supply chains.

The quest for optimization has made the just-in-time concept king of the game. The big question remains: Is this model relevant in responding to the current (exceptional) pandemic-induced circumstances and beyond?

Over the last few months, a series of negative shocks that have rippled in a short period at an unprecedented scale have exposed serious weaknesses in global supply chains.

The global transport and logistics system is built on taking advantage of optimal costs of inputs and creating added value around the world with the lowest possible maritime transport costs.

Moving components several times through different vessels on various maritime routes until they reach their final destinations has been the standard procedure since containerization began in the 1960s.

The maritime industry has witnessed numerous disruptive factors created by the COVID-19 pandemic and the trade war between the United States and China.

These include trade imbalances, lockdowns (full and partial), quarantines, shortages of critical staff, scarcity of medical supply, high dependency on self-limited factories around the world, operational challenges beyond existing scenarios and sophisticated cyberattacks.

Another challenge is the critical financial state of the worlds shipping titans that need high volumes to justify their economic models and the sheer size of their operations at global scale.

But how much of it is a self-fulfilling prophecy and to what extent are some operators taking advantage of this window of opportunity to earn excessive profits during lean times for others?

So far, 2021 has fallen well short of growth and recovery expectations around the world except for China.

While the ongoing delivery of COVID-19 vaccines is good news, most economic operators are working below their production capacity and postponing activities in the hope of a miracle to solve their problems.

Every sector was hoping to bounce back in 2021 and recover lost profits. But looking at the losses in the tourism sector that collapsed in the wake of the pandemic, its certain that we havent seen the bottom of it yet!

The knock-on effects of ongoing price hikes in the maritime industry and logistics transportation of everyday merchandise could continue for the rest of 2021.

Could a new dramatic event such as the Evergreen-operated ship jamming the Suez Canal or the Port of Yantian (in China) being bypassed due to COVID-19 cases send new shockwaves through the already overstretched logistics system?

Operators are now looking at alternative solutions such as developing air-sea transport models, loading non-container vessels, creating buffer stocks and areas. But supply chain transformation will not happen overnight. And in this case, size matters.

The one and probably only positive effect of the pandemic increased digitalization will certainly improve operations and make the various and complex mechanisms of merchandise trade by sea more efficient in pure arithmetical terms.

Complex algorithms and models calculate optimal voyages and the related cargo movement through different operative modes. But this is not enough to mitigate the exceptional challenges facing the industry right now and likely to persist for a long time.

Frighteningly, no one knows if and when the world will be declared pandemic free and when wed need to work backwards on the steps to get back on our feet.

The one road to recovery and to get over the worst effects of the pandemic is through learning to live with COVID-19 as fast as possible to give time for normal flows of international merchandise trade to operate in calm waters and alleviate the self-imposed constraints to the system.

We are all operating under one global system and there is no back-up!

To boost recovery efforts, the UNCTAD TrainForTrade programme is providing capacity-building support to a large network of port operators around the world, with 870 participants from 99 countries taking part in online activities to share their experiences and mitigation measures to cope with the pandemic.

Originally posted here:

Turbulent prices on the high seas: Are calmer waters on the horizon? - UNCTAD

Mark Assaf | Published: July 28, 2021 20:50:45

The maritime industry and ports are capital-intensive sectors. They've transitioned over the decades, based on the principle of economies of scale, massification and the integration of several key players into giant logistics supply chains.

The quest for optimisation has made the just-in-time concept "king of the game". The big question remains: Is this model relevant in responding to the current (exceptional) pandemic-induced circumstances and beyond?

Over the last few months, a series of negative shocks that have rippled in a short period at an unprecedented scale have exposed serious weaknesses in global supply chains.

The global transport and logistics system is built on taking advantage of optimal costs of inputs and creating added value around the world with the lowest possible maritime transport costs.

Moving components several times through different vessels on various maritime routes until they reach their final destinations has been the standard procedure since containerisation began in the 1960s.

The maritime industry has witnessed numerous disruptive factors created by the Covid-19 pandemic and the trade war between the United States and China.

These include trade imbalances, lockdowns (full and partial), quarantines, shortages of critical staff, scarcity of medical supply, high dependency on self-limited factories around the world, operational challenges beyond existing scenarios and sophisticated cyber-attacks.

Another challenge is the critical financial state of the world's shipping titans that need high volumes to justify their economic models and the sheer size of their operations at global scale.

But how much of it is a self-fulfilling prophecy and to what extent are some operators taking advantage of this window of opportunity to earn excessive profits during lean times for others?

So far, 2021 has fallen well short of growth and recovery expectations around the world except for China.

While the ongoing delivery of Covid-19 vaccines is good news, most economic operators are working below their production capacity and postponing activities in the hope of a miracle to solve their problems.

Every sector was hoping to bounce back in 2021 and recover lost profits. But looking at the lossesin the tourism sector that collapsed in the wake of the pandemic, it's certain that we haven't seen the bottom of it yet!

The knock-on effects of ongoing price hikes in the maritime industry and logistics transportation of everyday merchandise could continue for the rest of 2021.

Could a new dramatic event - such as the Evergreen-operated ship jamming the Suez Canal or the Port of Yantian (in China) being bypassed due to Covid-19 cases - send new shockwaves through the already overstretched logistics system?

Operators are now looking at alternative solutions such as developing air-sea transport models, loading non-container vessels, creating buffer stocks and areas. But supply chain transformation will not happen overnight. And in this case, size matters.

The one and probably only positive effect of the pandemic - increased digitalisation - will certainly improve operations and make the various and complex mechanisms of merchandise trade by sea more efficient in pure arithmetical terms.

Complex algorithms and models calculate optimal voyages and the related cargo movement through different operative modes. But this is not enough to mitigate the exceptional challenges facing the industry right now and likely to persist for a long time.

Frighteningly, no one knows if and when the world will be declared pandemic free and when we'd need to work backwards on the steps to get back on our feet.

The one road to recovery and to get over the worst effects of the pandemic is through learning to live with Covid-19 as fast as possible to give time for normal flows of international merchandise trade to operate in calm waters and alleviate the self-imposed constraints to the system.

We are all operating under one global system and there is no back-up!

The piece is excerpted from

http://www.unctad.org

View post:

Turbulent prices on the high seas - The Financial Express BD

Miami (CBS)

A small fleet of Cuban-Americans and their supporters took off from Miami to the high seas on Friday. Five boats departed the Bayside Marina to stop at Key West, refuel, check in to the US Coast Guard, and then sail to Cuba. The group stops just 15 nautical miles from Havana as it shows support for the Cuban people.

U.S. Coast Guard Captain Atom Chammy tells CBS News Manuel Boyorquez that the trip is legal, but traveling to Cuba is not legal and will result in a fine of up to $ 25,000 and five years imprisonment. He said there was a possibility. There are also concerns about the tropical and unpredictable weather in South Florida.

When youre 50 miles off the shore, it may look like a pretty safe ocean just a few miles from the shore, but it looks a lot different, says Chami.

The group of boaters was supposed to leave on Monday, but the event was postponed until Friday. About 100 boats were expected to attend the event.

The planned trip announced new sanctions on the Cuban Defense Minister Alvaro Pesmiera and the Cuban Interior Ministry Special Brigade to curb the peaceful opposition to democratization in Cuba, which began on July 11th. I will come sometimes. About 500 people have been detained since the protest.

The Cubans have the same freedom of expression and the right to peaceful meetings as all, Biden said in a statement.

Miami Mayor Francis Suarez argues that Cuba is not a priority of the Biden administration.

The Cubans protect themselves against guns and clubs with rocks and sticks, so they sought to be as dramatic as keeping the possibility of some military intervention off the table. Suarez said.

Jorge Duany, director of the Cuban Institute at Florida International University, told Boyorquez that the Biden administration is trying to find a midpoint between the Obama administrations more open policies and the rapid reversal of former President Trump. rice field.

Most of the calculations about what to do next in Cuba are related to next years midterm elections here in Florida, and Im sure its part of the debate within the White House, said Duany. rice field.

Mr Duany also said the Biden administrations stated goal of restoring the Internet to Cubans reduced by the Communist government after the uprising could help protesters maintain momentum.

Five boats head to the high seas of the fleet to show support for the Cuban people

Source link Five boats head to the high seas of the fleet to show support for the Cuban people

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Five boats head to the high seas of the fleet to show support for the Cuban people - Floridanewstimes.com

On July 25, Russia celebrated Navy Day (see EDM, July 26). With plenty of pomp and circumstance, naval parades were held at various Russian Military-Maritime Fleet (Voyenno-Morskoy FlotVMF) bases, from Petropavlovsk (Kamchatka) and Vladivostok (the main bases of the Pacific Fleet, in the east), to Baltiysk (headquarters of the Baltic Fleet, in Kaliningrad Oblast), in the west. The Russian Northern Fleet held its naval parade in its main base, in Severomorsk; the Black Sea Fleet celebrated in Sevastopol; and way south, in Syria, in the Russian naval base in Tartus, the Russian permanent Mediterranean naval operational task force held its own, separate display. Warships were anchored in parade lines for the high brass to observe, while naval jets and helicopters made the requisite flyovers. In 2017, President Vladimir Putin resumed the Soviet ritual of a Main Naval Parade in St. Petersburg. The COVID-19 pandemic did not stop the Main Naval Parade in 2020, and Putin, unvaccinated and without a mask, observed it together with Defense Minister Sergei Shoigu. On July 25, 2021, both men returned to St. Petersburg, again unmasked, viewing VMF ships on the Neva River and an exhibition of submarines and larger surface vessels at the Kronstadt naval base on Kotlin Island, west of St. Petersburg (Interfax, July 25).

Since the novel coronavirus outbreak began, no one has been allowed to penetrate Putins clean zone bubble, whether indoors or outdoors, inside the Kremlin or traveling, without first spending up to two weeks under tightly monitored, total isolation (see EDM, July 22). And though, at this point, Putin has been fully vaccinated, Kremlin spokesperson Dmitry Peskov recently confirmed, Precautionary measures are still being taken. Those measures may vary with different people, but they typically include a prolonged quarantine and intense testing (TASS, July 26).

With Russia currently being ravaged by the highly transmittable delta mutation of the COVID-19 coronavirus, the authorities forbade the public to gather on the embankments of the Neva or along the shoreline of Sevastopol Bay, asking Russians to watch the parade on TV. But lots of people came anyway; the usually brutal Russian police did not enforce the ban and allowed the public through. Large, mostly unmasked crowds lined the embankments. According to a recent poll, 51 percent of Russians do not believe a COVID-19 infection poses any threat, while some 38 percent think otherwise. Fewer than 20 percent of Russians have been fully vaccinated (Interfax, July 28). Putins unmasked public appearances, while secretly safe for him, seemingly defy the coronavirus threat and undermine the governments public health recommendations.

It is well known that Putin loves the navy. Growing up as a child in St. Petersburg (then Leningrad)the old imperial capital built by Tsar Peter the Great to be the center of Russian naval powerRussias future president may have been enthralled with the sea and the ships; nonetheless, he ended up graduating from the legal faculty of Leningrad University and enlisted in the KGB to become a spy. After taking over the Kremlin in 2000, Putin has many times been photographed or filmed donning a naval uniform and embarking on ships and even underwater, on a nuclear submarine, where he passed a submariner inauguration ritual: drinking sea water and kissing a hanging sledgehammer (Ytro.news, February 16, 2004). Last Sunday, Putin was visibly thrilled to observe the line of ships on the Neva and at Kronstadt. In an official speech at the Main Naval Parade, he declared the Russian VMF to be battle-ready and prepared to detect, defeat and destroy any enemy, anywhere, underwater, above water, in the air (militarynews, July 25).

The Northern Fleet sent to St. Petersburg Russias newest Borei-class ballistic missile submarine (SSBN). The K-549the first operational upgraded Borei-Asailed into the Baltic Sea through the Danish Straits on the surface, open for anyone to observe and record its unique sonic profile. The mode of survival of SSBNs is total stealth, hiding in their so-called Barents Sea fortress. But there it was, in the shallow Baltic, parked at Kronstadt for Putin to admire (Interfax, July 25).

Shoigu may have used the naval parade showcase to lobby Putin not to cut the defense budget. Still, the Russian VMF is deeply unhappy. After 2010, as Russian defense spending rapidly increased, the Russian navy had grand expansion and modernization plans, but many of them were rejected or withered. The services hopes included reviving the nuclear Kirov-class nuclear super cruisers, but only Admiral Nakhimov is being refurbishedat a staggering costwhile its two sister-ships are being scrapped (Militarynews.ru, February 18). The navy had also wanted to build nuclear-powered Lider-class super destroyersvessels almost as big as the Kirov-class cruisers, but better armed and equipped to take on the United States Navy on the high seas. Those construction plans have been postponed indefinitely (RIA Novosti, April, 15). Russias only aircraft carrier, Admiral Kuznetsov, is stranded without a propeller, its remont (repair and retrofitting) off schedule due to lack of an adequate dry dock to complete its renovation (Interfax, April 13; see EDM, June 15).

The Russian navy wants carriers, but plans to build them have been equally postponed. Still Russias admirals mostly resent (hate) being dominated by army (tank) generals. The top military commander observing the VMF parade in Sevastopol on July 25 was Army General Aleksandr Dvornikov. As commander of the Southern Military District, he is in charge of the Black Sea Fleet and the Caspian Flotilla. Only the Northern Fleet today has the rank of a separate military district and is somewhat operationally independent of the Ground Forces. According to Admiral (ret.) Vladimir Komoyedov, the VMF is a neglected orphan: The naval command does not control the fleet operationally or its shipbuilding program (Gazeta.ru, July 24).

Ahead of Navy Day, Putin signed an ukaz (decree) stipulating the St. Andrews Cross flag as the Russian navy ensign, replacing a similar 1992 order by then-president Boris Yeltsin. The main difference is that Yeltsins ukaz additionally stipulated the design of naval flag-officers colors, while Putins ukaz does not mention them at all. The VMF leadership believes this may be a conspiracy by army (tank) generals to strip naval flag-officers of their personal ensigns, adding insult to injury (Moskovsky Komsomolets, July 24). Putin may have a mutiny brewing on his watch; but does he comprehend this from inside his safe bubble?

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Disgruntlement Grows Within Leadership Ranks of Russian Navy - Jamestown - The Jamestown Foundation

By Al Alexander| For The Patriot Ledger

With its Pirates of the Caribbean franchise out of gas, the bean counters at Disney are making movies about another theme parkride, Jungle Cruise. Their thought, obviously, was to incorporate the same formula as Pirates, but tweak it a bit by shifting the location from the 19th-century high seas to the Amazon River circa 1925. We still get a rickety boat for transportation, a goofy captain whose jokes arent quite as funny as he thinks they are, and a damsel who is hardly in distress. Oh, and yes, there will be unscrupulous ghosts aplenty, matey just none as entertaining as Johnny Depp'sCapt. Jack Sparrow.

Instead, we get Dwayne Johnson asskipper Frank Wolff, whose creaky riverboat, La Quila, is in hock up to its bow.

Ah, but salvation arrives in the nick of time via a brainy British beauty going by the regal name of Dr. Lily Houghton, an ostracized botanist in search of a legendary tree whose leaves, its said, contain vast healing powers.Problem is no one but the indigenous have ever seen it and theyre not talking, just cannibalizing the gullible white men seeking it, including one notorious conquistador in Lope de Aguirre. Thus, we have the claptrap set-up for Jungle Cruise, an overlong, over-plotted and underachieving adventure yarn in the vein of The African Queen by way of Raiders of the Lost Ark. It pains me to evoke such Hollywood classics as reference points for a summer blockbuster brimming with blockheads. But I see no other way. So, forgive me.

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Just think of Frank as (cringe) Humphrey Bogarts cranky Charlie Allnutt, Emily Blunt as Katharine Hepburns patronizing Rose Sayer, and the Amazon as the asp-infested Nile. Thats where the commonalities end and the rip-offs of Pirates of the Caribbean begin. Not the best role model. But Johnson and Blunt give it their best in the wake of mediocre direction (Orphans Jaume Collet-Serra) and a trio of tedious writers in Michael Green (Logan), and Bad Santa co-scribes Glenn Ficarraand John Requa. For the most part, the two luminous stars generate just enough wattage to light the screen with cheeky banter and faint touches of a potentially sizzling romance. Like Bogart and Hepburn, their hostility toward one another is a snarky facade for love. And for a while, you buy into it, as the sophisticated lady and her slightly chauvinistic guide spar on an up-river journey toward hell that will never be compared with Apocalypse Now.

Its more like the Amazon-set, river-cruise spoof Anaconda, but without the laughs. Not that Jungle Cruise isnt trying to be funny. Its just not succeeding at it. Although some of that must be excused given bad puns uttered by the skipper are an integral part of the Disneyland ride. But that doesn't mean lines such as, Were heading into beheading territory, which is a terrible place to be headed, don't elicit groans. Dont worry, Blunts Lily doesnt find it amusing, either.Nor, I suspect, does she enjoy Franks excessive passive-aggressive taunts, like referring to her as Pants because she never dons frilly frocks. Shes also 10times more book-smart than her escort, who holds the upper hand only when danger lurks. Which is around almost every bend, just like the amusement park ride on which the movie is based.

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Ah, the ride. It recently reopened on the Anaheim campus after closing for several years to be scrubbed of its many archaic depictions of women and minorities that passed muster when it opened in 1955, but are now considered sexist and racist. Alas, the movie it inspired still carries some of those liabilities, but not often. Rather, its refreshing to see Blunts water-fearing Lily acting every bit Johnsons equal, even when fisticuffs break out between our heroes and those whod like to see them dead, including an over-the-top Jesse Plemons as a crazed relative of Kaiser Wilhelm out to beat them to the legendary Tears of the Moon shrine in Peru. His use of a U-boat and other ridiculous weaponry while rolling up the river is bizarre to say the least.

Hes the equivalent of the Nazis in Raiders, but not the least bit scary, as Plemons is wasted almost as badly as Paul Giamatti as a richer, more sophisticated rival of Frank's. On the plus side is comedian Jack Whitehall as Lilys scene-stealing gay brother, MacGregor. His fussiness and fabulous luggage render him pretty much a negative stereotype, but Whitehall bites his tongue and sells it well, albeit cringingly. The kids, who are going to enjoy this discombobulated mess of a movie more than their bored parents, will surely get a charge out of Franks sidekick, a not-as-ferocious-as-he-looks jaguar named Proxima.

The movie, though, is a decidedly mixed bag of kicks and uninspired CGI tricks. What were seeing always looks fake and the writing is for the most part subpar. The costumes by Paco Delgado are period-perfect and Jean-Vincent Puzos production designs are sufficiently dark and creepy, although I could have done without all those slithering snakes. Yes, amid its many flaws, "Jungle Cruise" thrives on the substantial charisma of its two stars. They deftly channel these rough waters into something, as Frank would quip, you can take to the banks.

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Movie review

JUNGLE CRUISE

(PG-13 for adventure violence.) Cast includes Dwayne Johnson, Emily Blunt, Jesse Plemons, Paul Giamatti and Jack Whitehall. In theaters and on Disney+ July 30. Grade: B-

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It's a bumpy ride with Emily Blunt and Dwayne Johnson on 'Jungle Cruise' - The Patriot Ledger